Rudder

This is a digital copy of a book that was preserved for generations on library shelves before it was carefully scanned by Google as part of a project
to make the world's books discoverable online.

It has survived long enough for the copyright to expire and the book to enter the public domain. A public domain book is one that was never subject
to copyright or whose legal copyright term has expired. Whether a book is in the public domain may vary country to country. Public domain books
are our gateways to the past, representing a wealth of history, culture and knowledge that's often difficult to discover.

Marks, notations and other marginalia present in the original volume will appear in this file - a reminder of this book's long journey from the
publisher to a library and finally to you.

Usage guidelines

Google is proud to partner with libraries to digitize public domain materials and make them widely accessible. Public domain books belong to the
public and we are merely their custodians. Nevertheless, this work is expensive, so in order to keep providing this resource, we have taken steps to
prevent abuse by commercial parties, including placing technical restrictions on automated querying.

We also ask that you:

+ Make non-commercial use of the files We designed Google Book Search for use by individuals, and we request that you use these files for
personal, non-commercial purposes.

+ Refrain from automated querying Do not send automated queries of any sort to Google's system: If you are conducting research on machine
translation, optical character recognition or other areas where access to a large amount of text is helpful, please contact us. We encourage the
use of public domain materials for these purposes and may be able to help.

+ Maintain attribution The Google "watermark" you see on each file is essential for informing people about this project and helping them find
additional materials through Google Book Search. Please do not remove it.

+ Keep it legal Whatever your use, remember that you are responsible for ensuring that what you are doing is legal. Do not assume that just
because we believe a book is in the public domain for users in the United States, that the work is also in the public domain for users in other
countries. Whether a book is still in copyright varies from country to country, and we can't offer guidance on whether any specific use of
any specific book is allowed. Please do not assume that a book's appearance in Google Book Search means it can be used in any manner
anywhere in the world. Copyright infringement liability can be quite severe.

About Google Book Search

Google's mission is to organize the world's information and to make it universally accessible and useful. Google Book Search helps readers
discover the world's books while helping authors and publishers reach new audiences. You can search through the full text of this book on the web

at|http : //books . google . com/

Digitized by

Google

Engineering

Digitized by

Google

Digitized by

Google

Digitized by

Google

Digitized by

Google

[January to December, 1920]

THE RUDDER

EDITED BY

ARTHUR F. ALDRIDGE

The rain it poured,
The sea it roared,
The sky was draped in black.

The old ship rolled,
She pitched and bowled
And lo«t her charted track!

"Oh dear, oh dear!
Sir, will it clear?"
Loud wailed a dame on deck.

As they heaved the lead
The skipper said,
''It alius has, by heck!"

— Author Unknown.

VOLUME XXXVI

0«@

NEW YORK

THE RUDDER PUBLISHING COMPANY

1920

Digitized by

Google

'• i

Copyright 1920

BY

The Rudder Publishing Co.,

New York, U. S. A.

All Rights Reserved

Pbbm or

9 Murray St.
New York

Digitized by

Google

?"E RUDDEP

VoL XXXVI

JANUARY, 1920

v.

P^o. 1

. !<

American Liner Philadelphia Refitting at Tietjen & Lang's Yard

Digitized by

Google

Piece Work

T^O THE REAL WORKER it means a Fat Pay
^ Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs Ship Fitters

Riveters Drillers and Reamers

Holders-on Regulators

Heaters Erectors

Passers and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

TRAIN SCHEDULE

NEW YORK, N. Y., Ub«ty St., Janv Cmtrml R. R. BAYONNE, N. J. Cr.«ii»UI. Station. Lahlch Valtef

L«a«« «!l3. «:M, «:M. 7iS> A. If. Lmtm 7:W A. If.

JERSEY CITY, N. J. Jaduon At*., itmy Central R. R.

L«aT««:35.td«.8:l«A. M. ELIZABETH, N.J. EUxalMth Statton, Jcnv GMtral

NEWARK, N. J. Br«Ml St.. Jenv Central R. R. "• *' '^'" ''" ** **'

Lmt* 6,30. M*. *i5», 7,W. fcl« A. M. ELIZABETHPORT. L«.tw tdS a. M.

Alao tak* TroUar Marlml "Part
Newark".

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD - PORT NEWARK, N. J.

Digitized by

Google

THE

Published on the
24th of the Month

RUDDEP

Edited by
Arthur F. Aldridge

Copyn'sht 1920, by The Rudder Publishing Co., New York. NOTICE— Th* eonunts of thit magmxin*, iatludlng mU artiehs, iUustrmtioHS, f!ans and designs, mr* tovtred
copyright, mad thtlr rtproduction is mbsolutth forbidden without the consent mnd permission of THE RUDDER PUBLISHING COMPANY.

Volume XXXVI

January, 1920

No. 1

Mariner, Diesel Electric-Driven Trawler

By S. H. Wilson

THE Mariner, built at Storey's Shipyard at Essex,
Mass., for F. L. Davis, is a Diesel electric-driven
trawler, the pioneer vessel of this method of pro-
pulsion, and she bids fair to revolutionize the motive
power of vessels of all types and sizes.

The recently built battleships of the United States
are electrically driven, power being generated by steam
turbines. The California, the latest to be launched, is
called an electric ship because every piece of machinery
on board is run by electricity. The development of this
style of propulsive power has so far been very satisfac-
tory, so that naval architects have been studying the
method and its application for yachts and small com-
mercial vessels.

The Mariner is fitted with two Diesel engines of
240 h.p., built and installed by the New London Ship
& Engine Company at Groton, Conn. These engines are
connected to an electric generator and the current from
this generator drives a 400-h.p. electric motor which is
connected with the propeller shaft.

After the Mariner was launched at the Essex Yard
it was towed to Groton, where all the machinery was
installed. Trials were made in New London Harbor
which were very satisfactory. Then a run of a few hours
was made on Long Island Sound, and everything proving
satisfactory the Mariner started for her home port,
Gloucester.

The engines were wide open when the Mariner started
on this trip and were not touched until the vessel tied up
in Gloucester. The run was made outside over Nan-
tucket Shoals and the actual running time was about
21 hours, the engines running at full power for the entire
period.

The Mariner is 150 feet in length over all, about 142
feet on the water-line, 24 feet breadth and 14 feet ex-
treme draught. The crew's quarters are in a raised deck
forward and occupy 30 feet of space fore and aft. The
chain locker and fresh water tank of 2,100 gallons
capacity are under the forecastle, while further aft are
two fuel tanks of 7,000 gallons capacity. The fish hold

Main Engines, 240 B.H.P. — ^Looking Forward

379697

Main Engines, 240 B.H.P.— Looking Aft

Digitized by

Google

THE<">

PUDDEP

January

Main Contractor Panola

Main Motor and Cknerator, Looking Forward

occupies 36 feet space fore and aft and at the after end
are two more fuel tanks of 10,000 gallons capacity. The
engine space occupies 32 feet and aft of this space are
quarters for four engineers and a galley storeroom and
engineers' storeroom.

At the forward end of the deckhouse is the pilot
house with the captain's stateroom adjoining it and aft
of the engine hatch is a dining room and galley 20 feet
long and fitted with a range, sink, ice chest, and dresser.

The main power plant consists of two eight-cylinder,
240-b.h.p. Diesel engines, turning at 350 r.p.m., each
direct connected to an electric generator. The current
from these generators will drive a 400-h.p. electric motor,
running at 200 r.p.m., which in turn is direct connected to
the propeller shaft. The auxiliary power plant consists
of a small auxiliary generating set made up of a 15-h.p.
Fairbanks-Morse Type "Y" engine driving a lo-K.W.
125-volt generator by means of a silent chain. This
auxiliary unit will be required only when in port and
both of the main generating units are shut down. This
auxiliary engine uses the same fuel as the main engines.
There is also a small motor-driven emergency air com-
pressor which can be used in the cases of emergency to

fill the air-starting bottles. Further there are two 200-
gallon fire and blige pumps electrically operated.

The arrangement of machinery shows the main engine
placed at the forward end of the engine room, although,
of course, the position is independent of the rest of the
machinery, and can be placed either in the forward or
after ends of the engine room. The main engine units
are placed with the generators forward adjacent to the
main engine, and the switchboard is placed on the star-
board side of the vessel, at the forward end of the engine
room so that all electrical leads to and from the engine
and generators are as short and direct as possible. The
main thrust bearing is placed adjacent to the main engine,
and with this arrangement it is only necessary to lift
a section of line shafting in order to be able to draw the
tail shaft into the boat and remove it.

The official trial of the Mariner was held on Saturday,
November 29, 1919. Dock trials had been held previ-
ously, but this was the first real test at sea, and the ship
lived up to the expectations in every way. The first test
was more of an endurance trial during which the engines
were operated at increasing powers, finally working up to
full power and speed, which was maintained for several

Main Switchboard

Auxiliary Air Compressor

Digitized by

Google

January

THE«ffl»

RUDDER

Auxiliary Lighting Set, 16-li.p. FairbankB-Morse Engine, 10-k.w. Generator

hours. Speed of vessel on this trial was something over
10 knots at aBout iftS turns of the propeller. The ship
ran very steadily, and the general absence of vibration
was very noticeable. In fact at no part of the ship except
in the immediate vicinity of the engine room there was
nothing to indicate the presence of any power in the
vessel. The fuel consumption at full power amounted
to approximately 30 gallons per hour, and on the basis
of fuel tank capacity of 17,000 gallons gives a radius of
action of about 6,000 nautical miles.

After full power test various maneuvering trials were
held, and the flexibility of the arrangement was demon-
strated. With one engine shut down entirely and condi-
tions adjusted to load the other engine up to full power,
a little over three-quarter speed was attained. The
economy of such an arrangement is at once apparent.
Since the fuel consumption was cut in half and the speed
reduced only about 25%, thus giving a radius of action
at this speed of nearly 9,000 nautical miles; an achieve-
ment for a boat only 150 feet long.

Quick reversing trials were also held. It should be
noted the control of the main engine is carried up tu
the pilot house, and there all operations are controlled
by a device similar to the ordinary trolley car controller.
Electrical instruments are fitted adjacent to this con-
troller in the pilot house showing the conditions at all
times so that the captain can see at a glance just what
generator units are running, load they are carrying, and
what the main propeller engine is doing. The average
of several trials starting with the ship going full speed
ahead took two seconds to start the propeller in reverse
direction. Furthermore it required about 15 to 18 seconds
starting with the ship going full speed ahead, when the
propeller had been reversed and the main engine was
developing full power and speed astern. In case circuit
breakers are accidently tripped they can be automatically
reset in the pilot house, thus avoiding lost time in requir-
ing the engineer to reset the breakers in the engine room.

During these quick reverse trials the main Diesel
engines run on the governors at all times similar to a
stationary outfit. The engineer does not know unless he
happens to glance at the switchboard what load the
engines are carrying. The electrical apparatus does not
indicate the changes in load or reversal of speed in con-
nection with the main engine, and the only indications
the engines give that the load has been sufficiently thrown
off or on in maneuvering, are slight changes in the sound
of the engines due to slight change of speed. The
ordinary observer in the engine room, unless he was

Main Seeiatance Boxes on the Trawler Mariner

watching the electrical instruments, would never know
that the boat was being maneuvered or whether the main
engine was running.

The two 240-h.p. engines weigh 49,000 tb, the two
generators weigh 30,645 It), the motor weighs 31,587 lb,
the switchboard 240 tb, cable for the motor 2,873 tt>, and
cable for the generators 535 tb.

It will be very interesting later to learn how
economically this vessel can be operated. Its trials were
so successful that it would indicate that if the operation
of the vessel works out as well as those who have devel-
open the scheme think, there will be many radical
changes in the propulsion power of all types of vessels
from the small yacht to the big freighter or passenger
steamer.

The houseboat burned in the fire at Lawlfcy's Yard
recently was for J. Harrington Walker of Detroit. The
yacht was ready for launching and should by this time
have been in southern waters. Work has be^n started
on another yacht of similar design, drawn by Gielow &
Orr. The houseboat is 120 feet long and will be equipped
with two Winton engines of 120 h.p. each.
* * *

The Valk & Murdock Company of Charleston has
been reorganized and in future will be known as the
Charleston (S. C.) Dry Dock & Machine Company.
The capital is $2,500,000. W. R. Bonsai is president and
Charles Valk- vice-president. The plant, which is to
be enlarged, is well suited for building and repairing.
A machine shop, foundry and boiler shop are to be
added.

Electrically Propelled Trawler Mariner on Trial Trip at ^M^^ London

Digitized by VnOOQ iC

The Own-Your-Own-Home Movement

in Shipping

IN 1914 in all New York City there were only three
buildings owned and occupied by shipping interests.
Today there are seventeen built, building or to be built.
These properties represent an investment of well over
$20,000,000 and they include some of the finest examples .
of architecture in the country.

With the exception of some of the recently an-
nounced projects practically the entire lower tip of
Manhattan will be given over to the shipping industry
and its allied interests. Battery Park, with its unre-
stricted view of every craft that enters and leaves New
York Harbor, will be bordered on both of its land sides
by buildings given over to the commerce of the sea.
The sweeping curve of State Street, from the South
Ferry Building to the Custom House, and the straight
and broad length of Battery Place will be fringed with
structures devoted to the varied branches of shipping,
so that the first sight to greet the incoming voyager
will be long Hnes of massive buildings in which the
affairs of the merchant marine are carried on.

"Number One, America" is the name that has
already been spoken of as characterizing the remodelled
structure at the foot of Broadway which will be the
new home of the International Mercantile Marine Com-
pany. A-s the first building of the first street of the first
city of the land the I. M. M.'s new quarters will have
a distinction all its own. It replaces the Washington
Building,- which dates back into . the early eighties of
the last century and which was one of the first sky-
scrapers erected in New York. When completely
rehabilitated next year, the dull red brick and brown
stone walls will have been replaced by a white stone
structure of classic dignity and proportions, the first
shining landmark for all incoming visitors as their

steamers pass up the river.* For them, therefore, it will
be "Number One, America."

The plans adopted provide for the entire remodelling
of the interior, as well as of the exterior; and the floor
plans, including the location of the elevators, will be so
arranged as to devote a much larger area to office rooms
than the building now on this site. The ne^\4y arranged
building will have five entrances, two on Broadway, one
on Battery Place and two on Greenwich Street. The
International Mercantile Marine Company will have its
passenger booking offices on the ground floor at the level
of Broadway. This apartment will be over 160 feet in
length and two stories in height. The counter space for
the booking of passengers on the Company's liners will
be more than 125 feet long. The executive officers will
be located on the second floor, including a large board
room for directors* meetings. The third-class ticket
offices will be on the Greenwich Street side. The floors
immediately above the executive offices will be arranged
to accommodate the company's other departments,
freight, steamship, operating, auditing, etc. The remain-
ing floors will probably be available for general leasing.

Just a little further up Broadway will be the new
home of thej Cunard interests. In size of ground cov-
ered, height of building and amount of expenditure
involved this structure will be on a considerably larger
scale than any of the shipping buildings. In the twenty-
one-story building which will occupy the plot bounded
by Broadway, Morris and Greenwich Streets, will be
the New, York offices of the Cunard Steamship Com-
pany, Ltd., the Anchor Line, the Anchor-Donaldson
Line and the other allied and subsidiary lines of the
Cunard Company. This is the largest realty project in
New York City since the cessation of building brought

Cunard Building Section Looking South. This Building Will Be Completed Next Year and WiU Be the Most Elaborate Shipping Building

In tht World

Digitized by

Google

January

RUDDER

The Grace Bnllding on Hanover Square. One of the Best Examples of
Italian Benaissance Architecture in New York City

about by the war. Negotiations for the acquisition of
the plot were begun during the war itself and were
consummated February 21, 1918, nine months before the
success of the AlHed cause. Building plans are now
completed and have been filed and operations are well
und^r way. Acquisition of the plot itself involved some
$5,000,000 and it is expected that more than twice that
sum will be expended in addition to complete the struc-

PoraeM House, at Whitehall and Pearl Streets, New York, the Home of

the Fnmess-Wtthy Interests, Built of Italian Marble in an 18th

Century English Style of Architecture

ture. The base area is 48,400 square feet, which is
about 2,000 square feet less than the base area of the
Equitable Building, the largest office building in the
world.

The Cunard Building, which is being erected by the
Twenty-Five Broadway Corporation, derives its name
from its chief tenant. The twenty-one stories will have
floor space varying from 26,000 to 30,000 square feet
each, with a total floor area of more than 700,000 square
feet, including basements. Of this, the Cunard Company
will occupy the first basement and the first three floors,
leaving more than 500,000 square feet available for
general renting purposes.

According to the contracts the building is to be com-
pleted and ready for occupancy by May i, 1921. If
building conditions, however, approach the normal the
building should be completed by October of 1920, at
which time the tenants may be able to occupy space.

ftfTi-ii -'.11-

-^ ]

"Number One. America." Which Will Be the New Home of the Inter-
national Mercantile Marine Company When Alterations Are Made

More than two years have been spent in the study
of the problem and the preparation of plans and the
building is intended to embody the best possible practice
and experience in every detail relating to a modern office
building of the best type. There will be twenty-eight
high-speed passenger elevators and the freight elevators
will be totally distinct from the passenger service, with
separate approach. A feature of the building will be that
there will be no inside offices for rent. The structure
is of fireproof, skeleton steel construction, the Broadway
front to be entirely of stone and the remaining fronts
of stone and brick.

A striking feature will be the great hall provided
for the passenger department of the steamship lines.
This room will be the largest of its kind in the country,
and probably in the world, devoted to ocean traffic and
compares with thel terminal waiting rooms of the great
railway companies. The hall will have a 1

Digitized by

Ifitl^h of T

CSoogle

ThE«»»

RUDDER

January

*s- 1-1 -^^ ' — ir«-^ -^v^^'' '

^ 'it! « 33 33 5.! St;4%^.
3 -* _« m 13:1 3 . ' '• f=^

Kerr Steamship Company's New Home, a Twelve-Story Limestone
Bnildlng at 38-46 Beaver Street

185 feet, a width of 74 feet and a height of 65 feet.
These figures represent a height greater than the average
six-story dwelling, three times the width and nearly
double the length, covering nearly six city blocks.

Like the site of the International Mercantile Marine
building the Cunard's new structure will be located on
ground of historic interest, the two buildings, together
with the Bowling Green Building, which lies between
them, occupying the site of the first Dutch city of New
Amsterdam. Where the I. M. M. Building will stand the
British headquarters were situated during the Revolution
and previously Washington, in 1776, had made his
quarters in the Kennedy mansion on the same site.

Another building in course of erection is one that
will be occupied by the Kerr Steamship Company and
its allied interests. This will be a twelve-story limestone
front office structure on the site from Nos. 38^46 Beaver
Street, just east of the Consolidated Stock Exchange's
Building at the south-east comer of Broad and Beaver
Streets. The lot, including a narrow strip extending
to South William Street, has an area of 7,715 square feet
and the building will have a total floor space of about
90,000 square feet. The investment ini lot and building
is $1,300,000. It is expected that the building will be
ready for occupancy about May i, 1920. Entrance will
be at the east side of the Beaver Street front. An
architectural feature will be an octagonal lobby between
the entrance and the elevator hall. The first floor and
the basement will be reserved for the passenger lines
and the expansion of this business that is expected to

follow plans for its further development. The Kerr
Company will occupy the eighth to the twelfth floors
and the remaining floors have been rented as entire
floors to the Kerr subsidiaries, including the American
Ship & Commerce Corporation, American Ship & Com-
merce Navigation Company, Cramp Shipbuilding Com-
pany and a marine insurance company.

An extensive project, plans for which have not been
completed, is that of the Munson Steamship Company,
now at 80 Beaver Street, for a twenty-five-story office
building. This is to be erected on the sites of buildings
at 71-73 Wall Street, at the comer of Pearl Street, and
the seven-story office building adjoining. The two prop-
erties together cover an area of approximately 12,500
square feet. The Munson Company recently also
acquired the HoiFman Building at 82 Beaver Street. It
is planned to have the building ready for occupancy
early in 192 1.

Norton, Lilly & Co. are taking possession of their
new quarters in the eighteen-story building at 26-28
Beaver Street, a structure erected about seven years
ago, which they bought last year for about $750,000.
Leases in force at that time prevented early occupancy,
although the company has been greatly crowded in its
present quarters in the Produce Exchange Annex.

The Twent7-0ne- Story Building for the Cunard Company, Which is Grow-
ing Fast, Facing Bowling Green on Broadway

Digitized by

Google

January

THEfl«ft

RUDDER

Norton, Lilly & Co. will probably occupy about six
floors in the building.

A. H. Bull & Co., 17 Battery Place, have bought the
six-story building at 40 West Street, and will remodel
it primarily for their accounting department. They are
general agents for the A. H. Bull Steamsliip Company,
the Bull-Insular Line, Inc., Bull-Insular Steamship Com-
pany and the Bull Insular Line. Their chief services
are to Porto Rico and the West Coasts of Africa.

A shipping building completed during the war is
Fumess House, at Whitehall and Pearl Streets, the
home of the Furness-Withy interests in New York.
This seven-story structure is an Italian marble reproduc-
tion of an Eighteenth Century English^ style and is a
handsome specimen of architecture. In addition to the
Prince Line, the Houlder Line and other shipping com-
panies, the subsidiaries include the Fumess Shipping
Agency, the Economic Marine Insurance Company, the
South Durham Steel Company, the Easington Coal Com-
pany and the Tilbury Coaling Company.

Harris, Magill & Co., steamship brokers and owners,
operating lines from Norfolk, Savannah and Galveston,
now occupy the eight-story building at 33-37 South
William Street, which they bought last Summer.

Marine insurance interests have also been prominent
recently in the general movement towards securing
quarters of their own. The old Delmonico Building on
the point of the wedge between Beaver and South
William Streets, has now become Merchant Marine
House. The property was bought in August, 1917, for
$750,000 by the American Merchant Marine Insurance
Company. The structure, eight stories in height, with
an extension, is now tenanted solely by marine insurance
underwriters and brokers.

Willcox, Peck & Hughes, insurance brokers,
early in this year bought the Seligman Building, 3-5
South William Street, at a reported price of $i,6(X),ooo.
The building is occupied wholly by insurance companies.

The property at 5 and 7 South William Street, four
stories in height, is owned and occupied by Chubb & Son,
underwriters. The cost is said to have been about
$250,000.

Others now owning their own buildings are the Im-
porters & Exporters Insurance Company, at 51 Beaver
Street, and the Merchants and Shippers Insurance Com-
pany at 14-16 South William Street; 53. Beaver Street
is owned by a combination of seven insurance companies.

Of the buildings owned by shipping interests before
the war the red brick Hamburg-American Building at
45 Broadway has passed from German ownership and
is now in the hands of the American Government, hous-
ing many of the offices of the Shipping Board.

The other pre-war shipping buildings are the Mari-
time Exchange and the Grace Building. The latter
structure, at 7 Hanover Square, is considered one of
the best examples of Italian Renaissance architecture
in New York City. It has been enlarged since the begin-
ning of the war by an addition on Water Street, carrying
out the lines of the main building, the construction cost
of the two having been $650,000. On the main floor
of the building W. R. Grace & Co.'s Bank is situated.
This institution, which was organized in 191 5, is a mem-
ber of the Federal Reserve System and of the New
York Clearing House and has assets of over $12,000,000.
From the steamship department on the third floor nine-
teen ships, totaling 38,000 tons, are administered. The

The Great Hall of the Canard Building, in Wlilch Will Be the Passenger

Department. This Hall is to Be 185 Feet Long, 74 Feet

Wide and 66 Feet High

company, which was founded in 185 1 and established in
New York in 1868, has now extended its activities
throughout the world, embracing merchandising, export-
ing, importing, shipping, banking and large industrial
establishments. The house now has 157 branches in 28
different countries, employing more than 30,000 people,
of whom 825 are connected with the New York ofiices.

The Maritime Exchange Building, a six-story struc-
ture, at 78-80 Broad Street, was bought by the Exchange
in 1902 at a cost of $340,000. The entire interior of
the Popham Building, as it was then known, was rebuilt.
The Exchange occupies the gp-ound floor and the re-
mainder of the building is rented to members covering
all branches of the shipping business. The Exchange
was organized in 1873 ^i^d incorporated in 1874. Until
1883 its quarters were at 66 Beaver Street, from which
time it was quartered at the Produce Exchange until
it moved to the present location. The Exchange serves
as a clearing house for shipping information and the
transaction of business. The maximimi membership of
1,200 allowed by the by-laws has been reached and mem-
berships are now quoted at about $400. Many of the
larger shipping houses have from six to ten members
in the Exchange.

From the outline here giveni it will be seen that the
own-your-own-home movement has had a marked im-
petus since the b^inning of the war. Nor is it believed
that the movement is over, reports indicating that addi-
tional activity in this direction may be looked for in
the near future.

Digitized by

Google

A Deeper Channel for Newark Bay a

National Necessity

NEW YORK is the largest port in this country. It
is so large that it is no longer regarded as the
premier port of the State of New ^^ork, or the largest
port on the Atlantic Coast. It is the port of the Nation.
It is just as important to the large Middle West industrial
centers, to the grain-growing States, to the coal and iron
producers as it is to its own native State. Its supremacy
must be maintained at any cost.

It is the most congested port in the world rnd ih's con-
gestion has been increasing steadily since the beginning
of the war, so that today from one hundred to one hun-
dred and fifty cargo carriers, mostly flying the American
flag, are idly swinging at their anchors at different parts
of the harbor and up the Hudson River waiting for a
berth where they can discharge their cargoes and fill up
again from the huge pile of merchandise and materials
that is waiting shipment to fore'gn countries.

These vessels are costing their owners or the taxpayers
of the country, if they are Shipping Board vessels,
thousands of dollars each day. Many schemes have been
suggested to solve the trouble, but for one reason or
another no definite action has been taken on any. One of
these is to dredge Jamaica Bay and for the city or some
private corporation to build piers there. Another now
developing is for the city to build piers on Staten Island.
The Cunard Steamship Company, a British corporation,
appreciating that competition will grow keener every

month, is planning to build a terminal at Weehavvken
which will be fed by the railroads that run through New
Jersey and so save the delay and cost of lighterage across
the Hudson River.

Now one wonders why the simple proposition before
Congress was never thought more seriously of before and
the more one studies this plan the more enthusiastic one
grows about it. Back of that piece of land known as
Constable Hook, which separates New York Bay from
Newark Bay, which is formed by the meeting of the
Passaic and Hackensack Rivers, is a huge piece of land
fronting on the water, fed by six railroads, which at a
very small outlay, comparatively, can be made one of the
finest terminals in the world. The proposition to do this
is now in the hands of Congress and should that body ac-
celerate its speed a trifle an appropriation could be made
before next March. With this appropriation it would not
be a very long or difficult engineering problem to dredge
a 31-foot channel, and with that channel Port Newark
Terminal would offer attractions to capitalists who would
help to develop the National Port of New York and make
it the leading port not only of this country, but of the
world.

There is a channel at present 21 feet deep, but that is
not deep enough to enable moderate-sized freighters to
get into Newark Bay. The Rivers and Harbors Com-
mittee of the House of Representatives has adopted a

New York Harbor, Showing lU Crowded Water Front. In the Circle Is the Port Newark Terminal, Fed by Six Big BaUroads. Hondreds of

Ships Conld Be Accommodated There

Digitized by

Google

January

THE^

RUDDER

II

resolution requesting the Board of Engineers to re-
examine the Newark Bay project with a view to a 31- foot
channel 750 feet wide.

This part of the harbor is fed by the Pennsylvania,
Central of New Jersey, Erie, Lehigh Valley, Lackawanna,
and Reading Railroads. This means that in the huge
yard which can be built cars filled with precious freights
from all parts of the country can be cared for. These
cars can be placed alongside the steamers as they are
moored at the piers to be built and loaded without the
delay or cost of lighterage.

It may read like a dream, but a little careful study
will show how feasible it is. With this terminal properly
developed it will be possible for a steamer to dock with-
out waiting for days and weeks at anchor in the harbor.
The crew of that steamer by their work in bringing the
freighter home will have earned a rest. They will be
released for a few days as soon as the steamer has docked
and another crew will at once board the vessel to unload
and then to load it with a new cargo. This work done
in three or four days, the ship's crew will return and
take the vessel to sea again, thus saving all the loss
caused by long delays and tedious work.

The freight trains loaded with their many tons of
merchandise will be able to run alongside the ships and
modem machinery will unload them quickly and place
their freights safely in the holds without the cost and
trouble of lighterage across the rivers. The cost of this
lighterage is $32 to $35 a car. The cost of handling
direct from car to ship or from ship to car is $8 to $10
a car.

Two years ago the land on the west side of Newark
Bay was salt meadows, undeveloped and waste. The
Submarine Boat Corporation leased from the Port New-
ark Terminal one hundred and thirteen acres and erected
a shipbuilding plant with twenty-eight ways from which
more than one hundred 5,000-ton freighters have been
launched. The United States Government purchased one
hundred and thirty-three acres and this is now occupied
by the United States Army Supply Base. There are now
two hundred acres of land owned and developed by the
City of Newark immediately available for occupancy.
Other acreage is now being developed by the City of
Newark. The total area of this property is 1,075 acres.
It is three miles from Bergen Point to Port Newark
Terminal, eleven miles from the Narrows and by way
of comparison it is eleven miles from the Narrows to
33d Street, North River, New York.

There is at present a City Channel 400 feet wide and
21 feet deep at mean low water, 9,050 feet long. The
total length of docks is 7,435 feet. The City of Newark
has already spent $3,500,000 in the development of the
terminal and what is needed now is for the Government
to appropriate sibout $7,000,000 to make a channel 35
feet deep from the Kill-Von-Kull up to the terminal.

When this channel is assured the Federal Ship Build-
ing Company will build dry docks and be in position to
build vessels up to 20,000 tons. The Submarine Boat
Corporation will be able to turn out much larger vessels
than it is now building. The Ford Motor Company will
erect a plant on property it owns at the junction of the
Passaic and Hackensack Rivers and other big plants will
be erected.

It is, however, as a relief to the congested conditions
of the Port of New York that this channel is most needed
and to impress the Congressmen and others of the im-

port Newark and Vidnlty, Showing the Plan for the 36-Foot Channel

portance of this work the City Commissioners of Newark
and the Newark Traffic Club recently arranged for an
inspection of the harbor and of the site by all those
interested.

The committee of the Traffic Club of Newark on
meadow development and the deepening of Newark Bay
Channel is as follows:

W. C. Mueller, chairman, A. Preston Jump, vice-chairman,
C. W. Feigenspan, treasurer, N. G. Campbell, secretary, J. Floyd
Andrews, Hon. Alexander Archibald. B. L. Birkholz, Curtis R.
Burnett, F. H. Carberry, David Grotta, A. V. Hamburg, Arthur
Hamilton, C. H. Hershey, A. A. Hoffman, John Howe, R. C.
Jenkinson, Hamilton Kean, Uzal H. McCarter, Dr. Henry Mos-
kowitz, J. F. McGann, Charles Milbauer. Franklin Murphy,
James R. Nugent, H. B. R. Potter, Hon. Thomas L. Raymond^
Robert L. Ross, Louis Schlesinger, Thomas C. Sheehan, DeWitt
Van Buskirk, B. S. Whitehead, C. T. Williamson and John
Eustice, president ex-officio.

This committee recently stated its case in the follow-
ing declaration:

It is the unanimous opinion that the object is one that can
be accomplished, and that it should be and must be, as it is a
prime necessity for the welfare and development of Newark
and contiguous municipalities; and not only so, but more than
this — that Newark, by reason of its location on the west bank
of Newark Bay, its geographical and topographical advantages
— the nature of the land fronting on Newark Bay and the Passaic
and Hackensack Rivers, and extending thousands of acres back
of them, offering cheaper and more convenient development than
possibly any other section of the country — is a State and
National asset of immense value; that it is naturally and should
be actually the eastern gateway between the American Continent
and the rest of the world, through which a large part of the
expanding commerce of this nation should flow, and through
which it must move if it is to be handled with the minimum of
cost an<f maximum of facility and speed; that therefore the
improvement along the lines indicated is a very essential factor
in the future welfare and development of the State of New
Jersey and the whole llnited States. ' ' .

The Traffic Club of Newark confidently looks for the desired
and effective cooperation and support to be rendered willingly
and cordially until the last great physical obstacle to the full
and complete utilization for the benefit of the whole nation of
the great natural advantages of Newark Bay and its tributaries
shall have been permanently removed.

Walter E. Edge, former Governor and now United
States Senator for New Jersey, several members of the
Rivers and Harbor Committee of the House of Repre-
sentatives and many Congressmen visited the City of
Xewark on Friday, December 12th, and remained there
as guests of the city until the following Sunday, seeing
and listening. The Rivers and Harbors Committee of the
House was represented by a round dozen of its twenty-

rContinued on page 36)

Digitized by

Google

American Ships the World's Best

By Henry C. Wiltbank

(( A MERICAN shipyards are building vessels in-
£^ ferior to those turned out in Great Britain.
These ships are of such poor quality that even American
insurance companies are refusing to accept them as risks.
Repair costs on them are running so high that it is an
impossibility to operate them at a profit, even at an
abnormally high level of freight rates."

This is Great Britain's answer to the competition of
American ships. Outclassed in quantity-production and
speed of delivery, unable to secure materials as cheaply,
and with only about io% advantage in construction
prices and that being cut down rapidly, British ship-
builders are seeking some means — any means — of coun-
teracting the advance of the American shipyards. This
accounts for the charges of inferiority appearing with in-
creasing frequency in the British press and in statements
by men identified with British shipping. The effort is
to spread the impression among prospective European
buyers that American-built ships are faultily constructed,
and at the same time to throw a flattering light upon the
product of the British yards.

The favorite method is to recount the performances
of the wooden steamers thrown together for the Shipping
Board in war times and to print lists showing the fre-
quently occurring casualties to this type of tonnage.

If criticism stopped there the truth would be little
strained, if at all ; but when it goes on to include, both by
implication and directly, the steel tonnage turned out in
American yards, truth is trodden under foot to supply
propaganda of a particularly vicious character.

Let it be freely admitted at the outset that the in-
ferior quality and efficiency of the wooden steam tonnage
form a fair target for criticism. But let it be remem-
bered at the same time that this tonnage was built at
the request of Great Britain as a vital factor in winning
the war, that it served its purpose and that its production
was hailed with gratification by both the British press
and people. The ships were built of wood because steel
was not to be had in the quantities needed, and they were
built of unseasoned wood because there was no time for
seasoning. Speed, not quality, was the factor and any-
thing that would float was desirable, without view to its
future fitness. What little wooden shipping is being
built in the United States now is not of that character
and what steel tonnage is being constructed is fully equal
to Great Britain's best.

In fact, if the character of the war-built shipping is
to be assailed, it might be pointed out that not all of
this type produced by Great Britain is above reproach
and that British repair yards have had their share of it
to attend to. That it did not reach the high level of
inferiority of the Shipping Board's war product, how-
ever, is largely due to the fact that more — ^vastly more —
time was taken to produce it. And if the question of
the records of the two governments in the matter of
ship construction is taken into consideration, the views
of an eminent British shipbuilder are of interest. Sir
George Hunter, chairman of Swan, Hunter and. Wig-

ham Richardson, Ltd., on a recent visit to Montreal,
declared :

"Government shipbuilding has been a ghastly failure
in Great Britain. The government has spent millions
on shipyards, but not one of them is ready for building
ships yet. They tried to persuade the trade unions to
take over their yards; and it was open to the workers
to run them as they liked, on a cooperative plan if
desired ; but the trade unions were not prepared to run
the risk, and naturally the government was not ready
to guarantee them, though everything short of that they
were prepared to grant."

The two governments, then, proceeded along directly
opposed lines — errors o£ omission on the part of Great
Britain, errors of commission on that of the United
States; but it was patently the response of American
shipyards to the cry of Lloyd George for "Ships, ships,
more ships," that did more towards winning the war,
although the weapons forged were not flawless.

Differences in the construction methods of the two
countries are interestingly set forth in an article on
"American Versus British Shipbuilding" by "A Naval
Architect", appearing in the Liverpood Journal of Com-
merce last fall.

An American shipbuilder, who was questioned by the
writer, is quoted as saying, when asked what impressed
him most about British shipyards and shipbuilding
methods, that he marveled that ships could be constructed
rapidly and cheaply in yards hopelessly obsolete so far
as their equipment was concerned and which were run
in such haphazard fashion. Apart from a few well-
equipped yards, the remainder appeared to him to be
little more than mud-banks, where everything was com-
pressed into very little space and where steel plates were
put together and slid into the water. Efficiency under
such conditions seemed impossible. There was scarcely
a sufficiency of bare necessities, and trimmings were
entirely absent. To all outward appearances modem
aids to shipbuilding were altogether neglected and the
industry seemed in a very primitive state, far removed
from the theories surrounding scientific ship construc-
tion.

"But," says the British writer, "and the American
shipbuilder admitted it was a very large 'but' indeed,
these 'so-called' shipyards produced ships in seemingly
endless succession. Every berth always seemed fully
employed, and 90% of the space in the yards appeared
to be covered by these berths. The ships were built
with wonderful rapidity, not as isolated advertising per-
formances, but as regularly as clockwork. Moreover,
the cost of production was low, although, in his opinion,
it might very well be decreased by the introduction of
better appliances and some of the methods commonl>
employed on the other side of the Atlantic.

"To one used to British yards those on the other
side of the Atlantic appear to have run riot, and the
elaboration of detail suggests a mad craving for method
which outweighs every other consideration. The pro-

Digitized by

Google

January

■WElfit

RUDDER

13

duction of ships seems to be of secondary importance
compared with the construction of costly gantrys, the
installation of the latest machinery of every type, the
erection of first-class offices, shops and stores and the
setting up of apparently complicated systems of costing
and estimates.

"Land is usually plentiful in the region of American
shipyards and consequently the general layouft of the
plant is made regardless of the acreage involved. Rail-
way lines run all over the place. Everything is stored
under lock and key and all work seems to be carried
on under cover. There is none of the apparent disorder
and crampedness of the average British shipyard ; in fact,
the whole savors more of a succession oi well-ordered
cleanly warehouses and shops. Somewhere far away
are the building slips and finishing-ofF berths. The casual
visitor might easily go around the yard and miss this
comparatively small part.

"The most striking feature of most American yards
is the relatively small space devoted to ship construction
itself. The number of berths always seems hopelessly
inadequate to the size of the yard and for the ntunber
of men employed. In Great Britain no one but a mad-
man would attempt to create an establishment such as
is maintained in an American shipyard completing only
a few ships per annum."

It is the opinion of the writer that a critical survey
of the cost involved in fitting out the slips would un-
doubtedly show that the actual saving in time and labor
obtained by the elaboration of mechanical devices is not
equal to the extra charges involved. Referring to the
system of estimating and compiling return costs, he says
that it is possible to control the spending departments
with a fair degree of accuracy ; but he declares that "the
number of men employed on the work in a yard turning
out, say, six s,ooo-ton ships per anniun, would probably
exceed the number similarly employed in any yard in
Great Britain, with very few exceptions.

"In how many yards in our own country," he adds,
"is any scientific attention paid to the detail expenses
involved in running each separate department? This is
a particular instance in which the Americans score, and
score heavily. They know what a certain job should
cost, and if the return cost is high, then the foreman
concerned must account for it. Moreover, this is not
done six months after the ship is delivered, but generally
before she leaves the yard, so that, if necessary, matters
in argument can be settled by reference to the actual
work concerned."

The cost of an estimating department, he points out,
is trivial and such a department pays for itself many
times over if conducted in a thorough manner. "That
is one lesson our shipbuilders could well take to heart,"
he continues. "Now is the time to inaugurate such a
reform, since it would be able to get well into stride
before the hard times coming result in the weeding out
of the inefficients. There is a big fight ahead and only
the best prepared will survive. Thick-headed obstinacy
must not stand in the way of needed reforms. Our yards
should be better equipped with mechanical appliances
and they should be run in a scientific manner."

Turning to the "failings" of American shipbuilding,
the British writer states that in this country the industry
suffers in the first place from the too prominent attention
of the share-dealing capitalist. "We have yet to learn,"
he goes cmi, "that the American yards will be financially
stable in the years to come. The expansion due to war

demands, if capitalized in the usual American way, will
prove too great a burden when the demand for tonnage
decreases and orders are only obtained on a competition
price basis."

Apart from labor questions, the writer says in con-
clusion, other important factors enter into the relative
merits of the shipbuilding industry in the two countries.
"British yards," he states, "are relatively badly equipped
and badly organized, while we turn out our vessels under
haphazard conditions — ^at least that is the American view.
On the other hand we consider the American yards
overcapitalized, overorganized and possibly incapable of
avoiding the rocks ahead.

"Whichever view is correct, or whatever intermediate
stage represents the ideal, it is quite certain that the
yards in this country could profitably adopt some of the
American ideas concerning up-to-date equipment and
better organization."

The charges of overcapitalization and speculative
weakness have been made against American shipping
from British sources before. It is therefore interesting
to note the opinion of J. C. Gould, a prominent British
shipowner and operator. Mr. Gould, who has been one
of the chief critics of the American merchant marine,
has only recently returned to England from a trip to
this country in the course of which, he says, he thor-
oughly investigated shipping and shipbuilding conditions.

"Strangely enough," he states, "the American public
is not interested in the ownership of a mercantile fleet,
practically all the privately-owned vessels being owned
by large corporations or export houses, the number of
joint stock companies being limited to not more than
four or five. I am reliably informed that the general
public does not subscribe for shipping issues, the element
of uncertainty and risk being regarded as too great to
be faced and because of the better returns on other
and better known securities and investments."

While Mr. Gould's estimate of the number of stock
companies interested in shipping is somewhat short of
the mark, the fact remains that the speculative interest
of the public in shipping is far less in this country than
in Great Britain.

Mr. Gould's views on American ships are in line with
the opinions now being so frequently expressed in Great
Britain. American vessels do not compare favorably with
similar ships built in British yards, he says, adding:

"The speed and haste with which so many of the
vessels were built has resulted in a great number of
ships which do not measure up to anything like the stand-
ard of foreign tonnage and the navigation laws are
diametrically opposed to sane administration of shipping.
It is generally admitted that the wooden ships have ceen
a failure. It is not admitted that the steel ships have
been a success. Repairs, an item not lightly regarded
by British owners, and upkeep expense of the American
ships are practically beyond belief."

It IS in this interweaving of statements regarding
American wooden and steel tonnage that the real menace
of the British criticism lies. While repair bills on Ameri-
can ships have been large this has been overwhelmingly
due to the necessity for patching up the wood steamers.

Under the heading, "American Ships Inferior," the
Liverpool Journal of Commerce quotes the views of A.
E. Raebum, Director General of the British Ministry of
Shipping in the United States, which, it says, were repro^
duced from American newspapers.

(Continued on pftg« 45)

Digitized by

Google

Hood-The Last Word in British Naval

Construction

By Frank C. Bowen

IN last month's European Notes it was mentioned that
the British battle cruiser Hood was about to leave
her builders* yard, and a detailed description of this
extraordinary vessel is now released for publication.

It is usually said that every warship must of necessity
be a compromise, but in the case of the Hood it is
difficult to point to any feature which has been sacrificed
to others. This does not include economical construc-
tion, for there are numerous rumors as to her enormous
cost which are only mentioned with bated breath. A
question in Parliament on the subject only produced a
half answer. The result of this expenditure is a vessel
which is without question the world's finest warship,
which will make an excellent fleet flagship, but which
for many years will be unable to fit into any tactical
organization. She is, in fact, the fusion of the battleship
and battle cruiser principles, being nothing less than an
improved Queen Elizabeth with the speed of the Repulse.

To accomplish this, enormous dimensions were, of
course, necessary, and her overall length of 860 feet is
surpassed only by the American Saratogas. Her breadth
is 104 feet, her maximum draught well over 30, and her
designed displacement 41,200 tons.

In the engine room she is fitted with geared turbines
of a total horsepower of 144,000, giving a designed speed
of 31 knots at sea. They are of the Curtis pattern,
with modifications by her builders, Messrs. John Brown
& Company of Clydebank. Her fuel consumption has
not yet been published, but the fact that her oil stowage
is 4,000 tons only, does not suggest that she will have
nearly such a large full speed radius as her older sisters
of the Repulse type. The number of water-tube boilers
is another detail of which information is still withheld.

Her main armament is the same as that of the Queen
Elizabeth type with the exception of improvements in
guns and mountings (made as a result of war-time ex-
perience), and turrets shaped to give an extraordinarily
high elevation. The secondary armament consists of
twelve 5. 5-inch guns, a calibre introduced into the British
Navy in the two cruisers Chester and Birkenhead, which
we took over from Greece, and which has proved ex-
tremely satisfactory. These are mounted in casemates,
five ^ side on the upper deck, and one on the superstruc-

BritiBli Battle Cruiser Hood, 860 Feet Long, Speed 31 Knott, and Bfoonts
Eight 15-Incb Onns

ture behind a shield. On the after end of the super-
structure four 4-inch anti-aircraft guns are mounted
in such a way that three can bear on either broadside
and reinforce the anti-torpedo armament.

The most striking features of the ship lie in her
protection, every lesson learned at Jutland having been
taken full advantage of in the enormous weight which
has been expended on external armor and internal sub-
division. The result is a ship which, should she ever
go into action, is likely to be able to stand more hammer-
ing than any vessel now afloat. Her main belt tapers
from a maximum thickness of twelve inches, above
which the secondary battery is protected by five inches
of steel.

Whether this latter feature is advantageous is likely
to keep naval theorists arguing for quite a long time to
come. The general tendency of British opinion lately has
been either to keep a shell right out, or else to hope that
it will go right through both unarmored sides of the
ship without exploding, after the fashion set in the
American Pennsylvania.

The turrets, which are very roomy, are protected
by plates ranging from 15 to 11 inches, and they rest
upon 12-inch barbettes. Protection from air bombs is
afforded by the forecastle deck which for the whole of
its length from the stem to the third turret is of hard-
ened steel with a maximum thickness of 2 inches. Below
this the main deck is i^^ inches on the flat and 2 inches
on the slopes. The conning tower is an enormous
erection standing well clear of the tripod foremast with
an excellent all-round view. Front and sides are 11
inches and the back is 9 inches thick. A small armored
director tower is fitted aft.

In appearance she is very much like the Repulse but
of simpler outline, her enormous length making two
very sizable funnels appear stumpy. Both fore and
main masts are tripod, with very short topmasts.
Between the funnels there is a large searchlight platform.

For our enormous outlay we have a wonderful
vessel for which it will be difficult to find very much
use. When the armistice was signed, the construction
of three sisters, Howe, Anson and Rodney, had pro-
gressed so little that the contracts were cancelled and
they were scrapped on the stocks to make room for
liners. Had they been completed they would have formed
a wonderful squadron, but they would have been ab-
solutely unjustified by the probable trend of the world's

European Notes

The famous and still unsolved mystery of the Marie
Celeste is brought to mind by the news received on the
morning of writing that a three-masted schooner, the
Marion C. Douglas, has been found abandoned off the
Scillies and brought in by local boatmen. Ship and cargo
were undamaged and none of her boats appeared to be
missing, but nothing has yet been heard of her crew
or of what made them desert her.

Digitized by

Google

January

15

Two of the German liners which were surrendered
10 the British under the terms of the armistice have
been practically destroyed by fire within a few days of
one another, within a few miles of one another, and
just after completing the same voyage. Prinz Hubertus,
a 7,523-ton ship which as the Cap Blanco used to run
between Hamburg and the South American ports, and
which w^as put under the management of the P. & O.
Line to bring wheat from Australia and pick up time-
expired soldiers at Bombay on the way home, caught
fire in the London Docks on the afternoon of November
2 1 St. The outbreak was soon got under control by fire
floats and land engines, but a few hours afterwards it
burst out afresh in another place and on this occasion
all that could be done was to get her out of the way of
other ships and warehouses and let her bum herself
out on a mudbank. It is very doubtful if anything can
be done with the shell that remains. In the forenoon of
the 27th it was discovered that the cargo in the fore
hold of the Swakopmimd, in a neighboring dock, was
well alight. By dusk this was extinguished, but practically
all the grain and copra remaining on board was destroyed
and the ship damaged. She was originally a Hamburg-
American steamer of 5,000 odd tons, and after her
surrender was allotted to the New Zealand Shipping
Company for management. The present extraordinary
run of fires on board British steamers is beginning to
attract a lot of attention and there is quite a general,
though unsubstantiated, suspicion of arson.

* * *

The action of the Portuguese Government in pleading
Government Privilege in resisting a claim for salvage
services made by three Mersey tugs for getting the
steamer Porto Alexandre off a bank in that river has
caused a lot of ill feeling. The question of the service
having been rendered does not seem to have been raised
— the ship being government owned she was outside the
jurisdiction of the court and that ended the matter. It
is to be hoped that the authorities at Lisbon do not
intend to dodge paying for the services which saved a
valuable ship altogether, but in the meantime they are
under suspicion, and, as the judge remarked when he
stated that the wording of the law left him no alternative
to finding for them, they must not be surprised when
Portuguese ships are left on the mud to shift for them-
selves. The law was made before governments used
their ships for commercial purposes and should be

amended at once.

* * *

Practically every big British company is now follow-
ing the American example and is converting its steamers
to bum oil instead of coal. The White Star, Red Star
and Cunard have started on the Atlantic trade and all
the Royal Mail Steam Packet Company's South Ameri-
can ships are to be altered as they come in for refit.
The services on which the passengers will feel the great-
est benefit from the change are the Far Eastern and
Australian, where the noise and dirt of coaling at Malta,
Port Said and other ports causes very considerable
discomfort. Even the linguistic passenger who invari-
ably explains that the monotonous chant of the native
laborers is not nearly as complimentary to the superin-
tending officer as that gentleman thinks it is, does not
make up for the inconvenience. In these trades the
lead has been taken by a comparatively small company,
the old-established Bibby Line, but it is practically cer-

tain that their bigger and richer rivals will be forced
into line. i^, n^ n^

Permission has been granted for a limited number
of commercial travellers to be given transportation in
such British warships as are proceeding to foreign sta-
tions in the near future, but once they arrive in their
area they are to shift for themselves. The question
of how these gentlemen are to be accommodated on
board warships in full commission does not seem to
have occurred to the civilian supporters of the scheme
who have given it Admiralty sanction, and even when
a naval member of the House of Commons raised the
point he was given no definite assurance that officers
would not be turned out of their cabins to make room
for them. Meanwhile the Liverpool Journal of Com-
merce has come forward with a comprehensive scheme
for the conversion of certain mine-sweeping and patrol
sloops at present laid up into "Commerce Encourage-
ment vessels" which shall be run by the Board of Trade
for no other purpose than the encouragement of British
overseas trade in a variety of ways. As it stands the
scheme w^ould mean practically no expense to the gov-
ernment, but there is little likelihood of it being carried

into effect until it is too late.

* * *

The British Navy is advertising the sale by tender
of a number of the coastal power boats which made
such a wonderful name for themselves on the Flanders
Coast and in the Baltic, and which can be converted
into private racing or fast day-cruising boats with very
little difficulty. The invariable custom in the United
States Navy of publishing an idea of the appraised value
of any vessel whose sale is advertised is not followed
in the British Admiralty and at least one case is known
of a prospective purchaser who thought he would get
an idea of a reasonable price to offer by calling upon
Messrs. Thornycroft, the designers and builders for
these vessels, and making inquiries. They were most
polite in giving him every information, and went so far
as to give him the benefit of their experience in con-
verting a number which were left on their hands when
contracts were cancelled after the armistice. They g^ve
him the benefit of their experience so unreservedly that
he decided that their ideas were certainly better than
his, and next season is booked to race one of the Thorny-
croft standard conversions. The presence of these fast
boats in British waters next season will do an immense
amount of good to the sport, and it is very probable
that at least one of them, specially adapted, will be
among the defenders of the British International Trophy
against Miss America and her consorts.

Flfty-Elght-Foot Coastal Power Torpedo Boftt, With Tubes and Depth
Charge Bemoved and Fitted as a Bacer. It Makes 37 Knots

Digitized by

Google

Mr. Sutphen Comes Back Very Keen for

American Ships

HENRY R. SUTPHEN, vice-president of the Sub-
marine Boat Corporation, has returned from a
two-months' business trip to Europe. He visited England,
France and Italy, and comes back full of enthusiasm
about the future of American shipbuilding and shipping.

Mr. Sutphen visited many of the leading shipbuilding
plants while abroad and he has returned convinced that
the shipbuilders of this country can outbuild the world.
He says American ships are better designed, better built,
and production is much faster than in the foreign yards.

*'I found," said Mr. Sutphen, "that the British yards
were rushed with work. They have contracts that will
keep them busy for at least two years and orders will
be placed as the present vessels are completed. I did not,
however, find where they were accepting contracts and
promising quick delivery at $150 a ton as has been so
often reported on this side of the Atlantic. On the con-
trary I found that prices were every bit as high as they
are in this country for vessels built in the regular ship-
yard way and much higher than we can build ships of
standardized design by the fabricated method of pro-
duction.

"The shipbuilders are accepting orders on the cost
plus basis, which means high prices, and they are not
promising deliveries. Labor has tied up production in
Great Britain even more than it has in this country. The
British labor unions are opposed to the use of machinery.
They still think that the use of machinery instead of
helping them does them great harm and keeps men from
work. They cannot see that their very lives depend on
production and so one sees very little of modem machin-
ery such as pneumatic riveters, pneumatic drills, etc.,
used in the shipyards, and the large part of riveting,
drilling, reaming, etc., is still done by hand. This, of
course, from our point of view, is a slow way to do big
work and it naturally hurts the builders, the country
and the men. Why, in our yards we leave them far
behind in riveting.

"There is a most pronounced prejudice against
American-built ships. The British are absolutely positive
that our vessels are crudely designed, poorly constructed,
and that they cannot possibly last and compete against
their vessels in the competition for the world's trade.
In a measure we, on this side, are to blame for the
criticism one hears abroad, because at home our ships
have been harshly criticised and all defects caused by
the rush during the period of the war have been grossly
exaggerated. On the other side much has been made of
these criticisms and there has been carried on a very
thorough propaganda against the American-built ship.

"I found, though, that the British shipping man is
very much alive to improvements both in machinery for
the propulsion of his ships and machinery for auxiliary
purposes ; and his ships are designed, built and equipped
to be most efficient and at the same time economical
to operate.

"At home we are trying to impress operators that
the geared turbine is superior to the reciprocating
engine. It has been tried here and its worth fully proven,
but there are some who still insist on the reciprocating
engine. On the other side the geared turbine is being
installed in all the new ships. All foreign-built ships

are oil burners, the coal burner is a thing of the past,^
and to help the oil-burning ships the British Govern-
ment has for a long time been establishing oil bases ia
all parts of the world, so that the vessels do not have
to carry fuel to make round trip voyages and conse-
quently much oil-bunker space is devoted to storing
cargo, which brings money to the operator.

"The water-tube boiler, too, is now in its ascendancy
and the modem up-to-date ship is fitted with these
boilers, which have proved so good in the eighty vessels
built at the Newark Bay Plant which are now trading
all over the world. We have the most glowing reports-
of these boilers from the officers of the ships and from
the American Bureau of Shipping.

"The world needs ships. That is shown whichever
way one turns. Just now the depreciation of foreign
exchange hurts not only the American shipbuilder but
all American trade. That will possibly prevent many
contracts being made at the present time, but it will
not be long before things are adjusted and then we will
have a period of busy times in the shipbuilding industry
which will allow our yards to be operated to their limit
and bring much trade to this country."

Submarine Boat Corp.

The Submarine Boat Corporation up to the time of
going to press had launched ninety-nine of the cargo-
steamers. This is an accomplishment the corporation
and all its able assistants may well be proud of and to-
celebrate appropriately it was arranged that on Satur-
day, December 27th, three vessels should be overboard
from the Newark Bay Plant, and another December 29th,.
making the total at that time one hundred and three.

The hundredth vessel was to be named Haslehurst
and the sponsor is Mrs. Henry R. Carse, wife of the
president of the corporation. The second vessel to be
launched is named Suwied and for this Mrs. Charles
H. Hampton will be sponsor. Mrs. Charles Lanier II
will christen the third vessel, to be named Tashmoo, and
Mrs. C. Edwin Michael will be sponsor to the fourth,
to be named Virginia Bridge, on December 29th.

The first launching at the Newark Bay plant was on
May 30, 19 1 8. The Agawan was launched in less than
eight months after the contract to build the plant was
signed and in those eight months the site of the huge
shipbuilding yard was changed from a salt meadow to
its present condition and about 16,000 men were at work
at that time. Since last January the work has been
speeded up wonderfully and the further they go at
Newark Bay the greater headway they seem to gather.
In twelve months eighty-three vessels will have been
launched.

The original contract called for one hundred and fifty
vessels, of 50,050 D. W. tons but the Emergency Fleet
Corporation has cancelled the order for thirty-two
vessels so that only eighteen more are to be launched
for the United States Government. The thirty-two
will, however, be built and be disposed of to other
interests.

Digitized by

Google

Flying Without Wings

Made Possible by the Helicopter
By Robert G. Skerrett

THE helicopter, the wingless flying machine, is an
assured fact. Such is the positive assertion of Dr.
Peter Cooper Hewitt and Professor Francis Bacon
Crocker of New York City.

These men have made this possible through their
joint labors to fit us to meet the Teutons had the enemy
endeavored to attack our Atlantic seaboard from the air.
The story of this achievement is one full of astonishing
promise; and we shall see before the tale is ended that
yachtsmen and mariners generally have reason to be
interested.

In 1917, Dr. Hewitt and Professor Crocker joined
hands, and, aided by the financial support of a few
patriotic citizens, began their epoch-making experiments
at Ampere, N. J. Their work was upon a scale that would
supply data for the building of helicopters both for
general service and for national defense. The immediate
object was to construct a machine that could mount freely
aloft — one that could be directed by the pilot. At the
same time the desire was to dispose of several mooted
engineerii^ questions. Inasmuch as the helicopter lifts
itself by its screws alone, without the aid of planing
surfaces, the fundamental problem of the scientists was
to develop a suitable type of propeller.

These engineers could not merely pick and choose
from among the scores of screws turned out by manu-
facturers, for the very simple reason that the airplane
propeller is quite unsuited for application to the heli-
copter. The propulsion of the helicopter introduces
phenomena of a distinctive character. It might be just
as well to make the differences reasonably clear at once.

The helicopter's screws must serve the twofold pur-
pose of the propellers and the supporting wings of an
airplane: i.e., they must Hft as well as drive onward
the entire weight of the craft. Their further function
is to regulate the descent so that the machine can settle
nearly straight downward, and at speeds susceptible of
the nicest graduation. In fact, it is probably not misstat-
ing the art to say that the evolution of a suitable propeller
has heretofore been one of the greatest obstacles to the
production of a successful helicopter.

The airplane propeller is a relatively inefficient instru-
ment for gripping the air and thus driving or drawing a
flying machine forward. It functions akin to a person
climbing a sharp gradient of yielding sand — the advance
is not commensurate to the power expended. The reason
for this is that the rapidly revolving screw creates a
tremendous commotion in the air, both in front and

Trftnfferring Mail From PMslng Ships in Midocean by Means of the Helicopter

Digitized by

Google

i8

THEfl«ft

RUDDER

January

A United Stfttes nayal saiHPluie being launched from the cfttapnlt of
an annored cruiser Kone of the cumbering apparatus needed for this
service wonid be required if the seaplane were replaced by a helicopter

behind it, and the propeller therefore goes forward into
a disturbed element which reduces its propulsive effort.
Accordingly, an airplane must forge ahead at great speed
in order that its screws may get the needful hold on the
air which it has already disturbed. To transform a
measure of this motion into a suitable sustaining force,
the designer must have recourse to widespread wings
which, meeting the air, induce a buoyant impulse or
reaction.

The primary problem of the two scientists was to use
low-speed screws and to devise exceptionally big pro-
pellers so that it would be possible to draw upon a very
large area of thcj atmosphere. In short, to obtain the
desired measure of lift upon a moderate expenditure of
engine power. The largest airplane propellers are about
ten feet in diameter, and they churn the air at a rate of
1,200 to 1,500 r.p.m. As Professor Crocker says: "We
wanted screws that would do the needful work when
making only 100 r.p.m., or even fewer turns. This meant
that we should have to depend upon propellers many
times bigger than any in aeronautical service. It was
evident that we could not realize this if we merely magni-
fied the airplane screw.

"The propeller finally agreed upon measured from
tip to tip exactly fifty-one feet! Our propeller is a two-
bladed affair, and each blade is secured to the outer halves

Getting a flying machine back aboard a ship is a ticklish undertaking
at best, and especially so if there is a seaway running and the parent
craft is rolling

of a tubular steel arm a little more than twenty-five feet
long. By reason of this, the blades actually sweep
through the air at considerable velocity, though making
relatively few revolutions a minute, and thus their some-
what modest surfaces become highly effective lifting and
propelling agents. The blades are patterned after the
scientifically developed airplane wing. Therefore, the
screw we evolved is a combination of propeller and air-
plane wing, and bears little resemblance to the screws
commonly employed in aviation.

"We found that the two screws used exerted an
extraordinary thrust or lift. The average airplane pro-
peller does not give more than 7 lb per horse-power, and
the thrust of the best of them is about 10 lb. We were
able to obtain in excess of 20 tb per horse-power; and
we did this when the screws were making only 70 r.p.m."

The machine was not speeded up at a higher rate
because wartime exigencies had obliged the use of shaft-
ing of which there was some doubt as to its ultimate
strength. Ordinarily, there would be no trouble in ob-
taining materials of the desired physical qualities. Even
so. Dr. Hewitt and Professor Crocker secured the
engineering data they desired, and with these figures at
their disposal they are today confident that they can go
forward with the design and construction of flying craft
for various services. Indeed, that is their intention.

Left — A close up of one of the blades of the helicopter's lower propeller. The blade is 15 feet long, 30 inches wide, and modeled after an airplane

wing. The ribs and the upper and lower surfaces are of thin aluminum
Center — A full-length picture of Helicopter No. 1, showing all of the vital parts of the machine
Bight — The two 100-h.p. electric motors are mounted on the foundation designed to carry two aviation engines. This foundation is pivoted so

that it will reveal any tendency of the screws to turn it about its own center. The entire apparatus is arranged to bear upon platform

scales, and the thrust or lift of the screws is indicated by the hand of the big dial

Digitized by

Google

January

TMEtfit

19

Professor Francis Bacon Crocker, who was head of the Department
of Electrical Engineering, Colombia Uniyersity, for twenty-live years

The demonstrating machine, or, as its builders call
it, Helicopter No. i, was made full size andi was
primarily used for testing the value of the motive features
and to prove that the screws could exert sufficient lift
to sustain a completely equipped aircraft of the type in
question. The apparatus consists of two propellers, one
above the other, and rotating in opposite directions; of
vertical shafts, one inside the other; and of a platform
below supporting these parts and the prime movers —
two electric motors, which were installed for trial pur-
poses only. As the propellers move oppositely, but both
exert their thrust upward, each neutralizes the other so
far as any careening tendency is concerned. This serves
to promote a strong lift of marked stability. This factor
is further amplified by the low position of the motors

Note from right to left — Thomas A. Edison, Dr. Peter Cooper Hewitt,
and one of Dr. Hewitt's technical assistants. Note one of the two 100-
h.p. electric motors Jnst back of Mr. Edison and the big scale dial to the
left which indicated the lift exerted by the propellers. The concentric
propeller shafts are seen rising behind Dr. Hewitt

and the platform, which in a navigable helicopter would
be housed within the fusilage. Two eccentric steel tubes
transmit motion to the screws somewhat like the drive
of an automobile torpedo.

When Helicopter No. i was assembled last year,
neither Professor Crocker nor Dr. Hewitt was sure that
the machine would not wobble when acquiring speed.
By way of precaution they led four wire stays from the
top of the shafting to a like number of posts 4)lanted in
the ground. As they had hoped, they found to their
delight that these measures were unnecessary, for the
heicopter steadied itself like a spinning top when its pro-
pellers were turning. This stability became still more
pronounced as the screws reached the higher speeds.
The motor platform was arranged so that it could move
freely about its center. This was done to reveal any
force which the screws might exert to this end. How-
ever, the investigators found that this impulse was well-
nigh negligible. ThiS! meant that the fusilage of a heli-
copter aloft would not be set spinning by the propulsive
mechanism, but, on the other hand, that the oppositely-
moving and nicely-balanced propellers would neutralize
any disposition of this nature. It was equally plain that
such a machine could be steered without trouble.

A nasty problem for the salvors. A ship beached in shallow water,
exposed to the open sea, and hard to reach by the rocket gnn. A hell-
copter coold carry out a line withont any trouble and assist materially
in other efforts to save the people aboard and their belongings

The skeptical will reasonably want to know how an
apparatus of this sort, purposely fastened down so that
it could not rise, could be of service in disclosing what
a similar machine would do if called upon to leave the
ground. By means of standard platform scales, which
r^stered the thrust or lift of the screws, it was possible
to measure the force so exerted at different speeds of
revolution and with the propeller blades set at various
angles to the air. A large indicator dial gave the results
at every moment. The experimenters purposely used
electric motors instead of airplane engines to operate the
helicopter, because these motors made it practicable for
them to carry on their researches progressively — begin-
ning at the very lowest and gradually working up to top
speeds. They wanted to know just what was happening
at every stage, and this order of procedure put them in
possession of cumulative information of the utmost value.
There were no gaps to be filled with speculative calcula-«
tions. They could, of course, have employed airplane
engines, but that would not have enabled them to obtain : :.
accurate power readings at all times. t ^ : :

However, the investigations carried on by the two "

scientists covered the substitution of internal combustion
engines on free or dirigible helicopters. To^is end, ^

Digitized by VnOOQ iC

20

RUDDER

January

Bringing & teftpUne aboard after a reconnoitering flight. For this
parpoBO a special crane, designed to meet the shifting stresses of a sea-
way, is required and the utmost care is needed in placing the aircraft
once more upon the car of the launching apparatus. These operations
are made a great deal more difficult if the weather as at all stormy

Dr. Hewitt designed a remarkably simple gearing which
is able to reduce the high-speed drive of the gas engine
to the low speed desired on the part of the propellers.
That is to say, with the engines making 1400 r.p.m. the
screws would turn at the rate of only a hundred or even
as low as fifty times a minute. Further, the gearing is
such that a number of engines can be employed and
easily placed symmetrically around it. This will permit
of the carriage of a spare engine which may be brought
into play to meet an emergency.

According to Professor Crocker, "The actual lifting
force exerted by the propellers of Helicopter No. i, when
making but 70 r.p.m., was 2,550 lb — the motors develop-
ing at the time a combined effort of only 126 h.p. This
thrust; was considerably greater than the lift needed to

The Coast Guard life savers might be spared much of their hazardous
work in reaching a wrecked ship if relief were made available by way
of the air. The helicopter promises to be invaluable in this field of service

raise the total weight of a fully equipped and loaded
flying craft.'* The best of existing airplanes require much
greater engine power to obtain the same results.

There was another reason than the one already given
why Helicopter No. i was not allowed to soar. The in-
vestigators were keenly alive to the fact that any accident
that might injure either a free apparatus or its pilot, no
matter how slight, would produce prejudice very hard to
overcome, and accordingly they steered clear of this
danger. They were aware that a mere mishap in launch-
ing his aerodrome — not an engineering defect in his
craft — had discredited Professor Langley's historical
work and set back for some years the development of
the airplane. Thanks to these precautions, the mysteries
of the helicopter have been cleared away and we are on
the eve of a momentous departure in aviation. Because
of the results obtained, the way is substantially clear for
work aloft. As Dr. Hewitt expressed it: "We realized
all we hoped for and achieved a great deal more than
we expected."

(Continued on page 40)

The Kavy's Trans-Atlantic Seaplane, the KC.4. After Being Launched in the Water From a Marine Railway. The Helicopter Would Not CaU for
a Launching Apparatus of Any Sort, and Could Bise and Alight Verttcally Upon Either Land or Water

Digitized by

Google

Transports Becoming Merchant Ships

By Joe L. Murphy

FOLLOWING closely the assumption by the Morse
Dry Dock & Repair Company of Brooklyn, N. Y.,
of the Huron contract, involving the most extensive
repair and alterations yet attempted by American ship
repairers, came the contracts for the conversion of the
S. S. Susquehanna and the S. S. Katrina Luckenbach,
jobs calling for a large volume of work and a heavy
financial outlay.

These two ships, lying at piers in the Morse yard,
with the Huron, Pastores, Panaman, Arizonan, Ken-
tuckian and Ancon, form an impressive array of troop
transports. The conversion of these ships from the
vestiges of war to fittings and equipment for their return
to the marts of trade constitutes in each instance a big
task, and this work tends to make the Morse yards a
• veritable bee hive of industry.

The story of the Susquehanna and the Katrina
Luckenbach is the story of all the former troop-carriers.
The jobs are much alike. Tiers of standee bunks, mess
halls, hospital wards and surplus life rafts are removed,
and finer woodwork replaces the plainer, but stronger,
walls against which thousands of our soldiers had jostled
in their eagerness to sight a submarine.

The 8blp Alejandrlna on the 30,000-Ton Floftting Dry Dock of the Morse
Dry Dock & Repair Company

The Susquehanna, formerly the German passenger-
ship Rhein, of the North German Lloyd line, will be
turned over to the Phelps Brothers by the United States
Shipping Board following the completion of her altera-
tions, which will give her accommodations for i,ooo
steerage passengers between the United States and
Mediterranean ports. She is 520 feet long and of 10,058
gross tons. She is the third ex-German vessel to be sent
to the repair yards. Unlike the majority of other former
German ships she will not be an oil-burner.

The histories of these troop transports, while they
vary in their actual war-time experiences, are alike in
the respect to their seizure by the United States. On
the Huron, as on most of the others, there were broken
cylinders, cracked valves, cut steam lines and all the

The St. Michael, Showing Her Smashed Stem After Her Collision With
the Adriatic in a Fog Off the Statue of Liberty

wanton destruction that could be wrought by mauls and
sledges. She was commissioned, however, and then her
more thrilling life began. Once she was in convoy
with the S. S. Lincoln, and as that ship steamed on
the port side of the Susquehanna, it was torpedoed,
sinking in fifty-two minutes. At other times, the Sus-
quehanna opened fire at the sight of enemy submarine
periscopes.

A signal honor is enjoyed by the Pastores of the

Digitized by

Google

22

RUDDEP

January

Mess Halls, Standee Bunka and Other Fittings Town Out to Bfake Way
for Commerce

United Fruit Company. With the Tanadores, also of
the Fruit Company, and later grounded and lost off the
coast of France, the Pastores, the Havana and the
Saratoga carried the first convoy of Yanks across a sea
infested with greedy U-boats. During her transport
service she carried approximately 48,000 officers and
men.

Then, the Panaman of the American-Hawaiian line ;
in her trips she carried 14,000 American soldiers without
the loss of a single man, and 2,900 American Govern-
ment horses, of which she lost only nine. These records
do not surpass in brilliance the records of other ships
in the impressive array in the Morse Company's Brook-
lyn yards. They are cited to show that the conversion
of these honored ships is worthy of more than passing
notice.

Of 8,074 gross tons, the Katrina Luckenbach does
not suggest a job of magnitude. Yet, the nature of the
work bing done on her is such as to make her the scene
of unusual activity. In the process of tearing out and
rebuilding, the Kclrina Luckenbach is undergoing a
variety of charges ranging from a new towel rack for
the stevedores to the enlarging of the ship's saloon.

Coincident with the recent collision of the St.
Michael and the Adriatic in the fog off the Statue of
Liberty was the timely aid rendered by the Morse Com*
pany. Her crew transferred and the St. Michael reported
sinking, the Adriatic stood by with her passengers, among
whom, was Sir Thomas Lipton, the sportsman, who
was leaving for Europe to return to this country for
the yacht championship cup race in April.

At the first call for help a fleet of tugs, including
several from the Morse fleet, sped to the scene of the
collision. Lines were flung aboard the freighter as soon
as it was seen that the Adriatic was undamaged. The
St. Michael was damaged at the stern below the water
line. Morse repairers worked on her as she lay at
Pier 6, Bush Terminal.

The coming to the Morse yards of the sailing ship,

Alejandrina, afforded an opportunity for the new 30,000-
ton floating dry dock of the Morse Company to perform
a distinctive feat in lifting this ship, which for more
than twenty years had never been on dry dock. Coming
from Puntas Arenas, the most southerly town on the
globe, the Alejandrina had set out on the say-so of a
deep-sea diver who had submerged to inspect her hull.
A little over twenty years ago, the Alejandrina, then
the Adrina, British built and owned, was reefed in the
Straits of Magellan. Her owners and underwriters gave
her up as lost and for two decades she lay reefed, a
plaything for the winds and seas.

With the breaking out of the European war, a demand
was made on the world's tonnage, and South American
salvers attempted the recovery of the ship. For four
months they worked when the tide and the light of a
new moon favored, and at last they got her off, and
patched her up. With more than 7,000 bales of wool,
she came to New York after a voyage lasting ninety-
two days. She was to go to Long Island for cargo
discharge, but the height of her masts prohibited her
passing the Brooklyn Bridge. She berthed in Brooklyn,
and came to the Morse Company's yards following the
discharge of her cargo.

After a general tuning up, the Alejandrina was placed
on dry dock, and though her underbody was scraped and
painted, there was little else done to her outside hull,
which seemed to be in a remarkable state of preserva-
tion after nearly a quarter of a century of dozing on a
wind and sea-swept reef.

Despite the press of its ship repair work, the Morse
Company succeeded in getting into commission the sixth
and last section of its new floating dry dock, and with
all six sections working, the dock is now capable of
fulfilling the claims that it can lift ships 725 feet long
and of 30,000 tons.

Bark Fan], From Hamburg for Flilladelphla» Battered by a Storm and
Forced to Put Into Halifax. The First German Vessel to

Visit That Port Since 1914

Digitized by

Google

Big Races on Next

Season's Program

THREE international yacht races are scheduled for
next season. The New York Y. C. will defend the
America Cup against the Shamrock IV representing the
Royal Ulster Y. C. and owned by Sir Thomas Lipton.
The series of races for this trophy may be sailed off
either Sandy Hook or Newport. The Royal Motor Y. C.
of England has accepted the 'challenge of the American
Power Boat Association for a race for the British Inter-
national Trophy and it is possible that three high-powered
racers will be sent abroad after this prize. The Royal
Canadian Y. C. has challenged the Indian Harbor Y. C.
for a race for the Manhasset Bay Challenge Cup. In
addition to these international events the Indian Harbor
Y. C. has challenged the Eastern Y. C. of Marblehead
for a race for the William H. Childs Trophy for sloops
of the R Class. These races all indicate that some
yachtsmen will be kept very busy during the summer of
1920 and they will furnish lots of entertainment for those
yacht owners who like to witness exciting contests on the
sea.

Just when the America Cup series will- be sailed has
not yet been determined, but plans are being perfected
for the defense of the Cup and the American yachtsmen
thoroughly appreciate that in Shamrock IV they have a
competitor for which they must have a very wholesome
respect.

The two defenders, Resolute, built by Herreshoff,

and Vanitie, built by Lawley, from designs by William
Gardner, will be put in the best possible condition and
will battle together for the honor of defending the Cup.
Charles Francis Adams II will sail the Resolute and he
will be supported by the same crew of amateurs who
handled that yacht in 1914 and 1915. There is no doubt
about that yacht being in prime shape for racing and
being well handled. Another syndicate of members of
the New York Y. C. has been formed to take over the
Vanitie, make some changes that will increase that yacht's
speed, give her new sails and other necessary gear and
fittings and see that every inch of her speed is secured
to try to beat the Resolute. Just what changes will be
made has not yet been determined but it is very probable
that Vanitie will carry a larger and more lofty rig than
wl)en she last raced and this it is thought will much
improve her sailing qualities.

The Cup Committee has not yet announced when the
races will be sailed. The challengers asked for days in
June, but that month is too early to sallow for proper
tuning up of either defenders or challenger and it is very
probable that the first race will be sailed the end of July
or the first of August. It is very probable that the com-
mittee and those in charge of the challenger will, after
the yachts have been properly tuned up, agree on some
day to begin the racing.

The .Shamrock, Sir Thomas Lipton's 7S-metre yacht,

Tozaway, 62-Foot Orniier Bnilt by the Consolidated Shipbuilding Corporation for J. H. Nnnnally, Now Crniilng in the Son]

Digitized by

Google

24

RUDDER

January

is to be brought across the Atlantic next April and will
be used as a trial yacht for the challenger and the tuning
up will be on Long Island Sound.

Sir Thomas Lipton has a new steam yacht. His old
Erin was torpedoed during the war when she was used
as a hospital ship. Sir Thomas was unable to secure
another steamer in England because the war had used
up all the big pleasure craft, so he came to this country
and purchased the Warrior, which was last owned by
Alexander Smith Cochran. The Warrior left a few
weeks ago for England and she will return later towing
the Shamrock.

Warrior is a Watson-designed yacht. She was built
by the Ailsa Shipbuilding Company at Troon, Scotland,
in 1904, for F. W. Vanderbilt. She has been owned by
H. P. Whitney and Mr. Cochran, who has sold her to
Sir Thomas. Warrior is 282 feet over all length, 238 feet
4 inches on the water-line, 32 feet 9 inches breadth, 14
feet 3 inches draught and is driven by two sets of triple-
expansion engines.

The power boat race will be held in British waters.
The challenge on behalf of Gar Wood was sent last
September and the letter of acceptance was received
November 25th. The races will be held in sheltered
waters between the Isle of Wight and the mainland and
the first race will be on August loth. Teams of three
boats are allowed to each competing nation. After a
challenge from one nation has been accepted other nations
can enter the contest. The racers are limited to 1 1 metres,
a little less than 40 feet in length. This length is the
only restriction. There is absolutely no limit to type or
model of boat or to power, but every part of the boat,
and its engine and equipment must be manufactured in
the country it represents. Each competitor must carry
a crew of not less than two men citizens of the country
the boat represents and the helmsman must be an amateur
and member of the club in which the boat is enrolled.
The length of the course must be not less than 30 nautical
miles. The winner is the team that first wins two heats ;
not necessarily with the same boat.

The British International Trophy, as it is now called,
was originally the Harmsworth Trophy. It was brought
to this country in 1907 by the Dixie, owned by E. J.
Schroeder. The Dixie was designed by Clinton H. Crane
of the firm of Tams, Lemoine & Crane, and was built
by Smath & Mabley. She was equipped with an eight-
cylinder Simplex engine of 130 h.p.

The trophy was successfully defended in turn by
Dixie II, Dixie III, and Dixie IV. In 1912 Maple
Leaf IV won from Ankle Deep, Baby Reliance II and III.
In 1913 Ankle Deep and Disturber III tried to win the
cup again for America, but Maple Leaf IV was again
successful with an average speed of 48.39 knots.

Commodore Pugh has a Disturber IV, built to race
in 1914, but the war put a stop to all sport. Gar Wood
is having a challenger named Miss America built by
Chris Smith at Algonac. Commodore Pugh still has
Disturber IV, Commodore A. L. Judson has Whij>-po'-
Will Jr., Commodore Walker of the Cleveland Y. C. is
having a new boat built and another new boat is being
designed by Fred Lord. It is very probable that others
will be built and take part in the trials which will be
held to select the American team.

The Manhasset Bay Challenge Cup will bring together
jsloops of Qass P. There are many very fast sloops

The Lady Baltimore, 77-Foot Cmlier Owned by E. F. Hatton of Bay

Shore and Fitted With a Fair of Eight-Cylinder Sterling

Engines. Speed 21 Milea per Hour

in this class and in Eastern waters last Summer some
were sailed ywith the so-called Marconi rig and proved
to be very fast. This race should attract a fleet of these
yachts to Ix)ng Island Sound.

Mr. Nunnally's New Toxaway

One of the most attractive express day cruisers at
Miami this season will be J. H. Nunnally's new Toxa-
way. She was designed, built and powered by the
Consolidated Shipbuilding Corporation, Morris Heights,
and delivered early in November.

While the Toxaway is really a day cruiser it has
accommodations for four, exclusive of the crew; has a
cruising radius of 500 miles, and is capable of doing
better than 2^ miles per hour. This boat is 52 feet long,
with a breadth and draught of 1 1 feet and 2 feet 9 inches
respectively.

One of the interesting features of this new boat is
the deckhouse, entered by doors on the port and star-
board sides. An athwartship seat is located aft; for-
ward is the helmsman's position where the steering
wheel, control levers, compass and chart case are located.
A drop-loaf mahogany dining room table is arranged
to occupy the center of this cabin which, when used,
converts the deckhouse into a dining saloon. Steps down,
forward, on the starboard side, lead to galley, the equip-
ment of which is modem in design, including large ice-
box arranged to fill from deck. Forward of the galley
the crew's quarters are arranged, fitted with pipe berths
and seats with drawers under on either side. Aft of
the deckhouse the engines are located.

Two eight-cylinder 200-h.p. Speedway Model M
gasolene engines make up the propelling machinery which
is capable of driving the boat at a speed of over 27 miles
per hour. A copper gasolene tank of 400 gallons capacity
is located under the deckhouse between watertight
bulkheads.

Next aft is the owner's luxurious quarters, entered
from cockpit by means of sliding hatch and companion-
way. Cockpit is of the self-bailing type, deck finished
bright, accommodating four on the athwartship seat aft
and four or five wicker chairs. Built-in berths are
arranged on either side of the owner's cabin, with lockers
over fitted with artistic leaded glass doors; large ward-
robes are located forward on either side^ The interior

Digitized by VnOOQ iC

January

RUDDER

25

finish of the mahogany in this room is exquisite; the
natural figuring* in the panels is far in advance of what
is usually seen in boats of this type. Forward, the
owner's toilet room is arranged finished in white enamel
with fixtures of the latest design, including! bath.

The upho)stery throughout the boat, hangings,
cushions, carpets, etc., lend a great deal to the fascination
of this little speedster.

The advanced design of the Toxaway giving the
maximum of speed and comfort in fifty-two feet has
filled a long felt want of many yachtsmen, and her
appearance at Miami this season has attracted an un-
usual amount of attention.

New Engines for Alacrity

Alacrity, the beautiful steel cruising yacht originally
built for W^ A. Bradford, by the Pusey & Jones Com-
pany of Wilmington, was later sold to J. H. Blodgett
of Boston, who lent her to the Xavy Department for
use throughout the war. After being turned back from
the Navy Department, Alacrity was purchased by Ken-
neth B. \'an Riper oi the New York Y. C. and some
radical changes have been made in her interior arrange-
ments and in her power plant.

The Alacrity was originally powered with a pair of
six-cylinder Craig gasolene engines, rated at 200-250 h.p.
each. These engines are now being replaced with a pair
of six-cylinder Winton gasolene engines, rated at ap-
proximately 225 h.p. each. The yacht was designed by
Cox and Stevens. She is 118 feet long by 15 feet 6
inches breadth and 5 feet 6 inches draught. Her gross
tonnage is loi, and net 69. She has a cruising speed of
16 miles, and her maximum speed is 18 miles an hour.

New Steel Yacht

- A 1 50- foot steel power yacht has been designed by
5^abury & De Zafra, Inc., for the yachtsman who
formerly owned a steam yacht of fair size. This shows
the tendency of the times and indicates that yachtsmen

in future will own vessels driven by gasolene or heavy-
oil engines and they will have a vessel economical to
run and with accommodations equal to those found in
a steam vessel at least 40% larger. This means economy
in every department. Not only in the engine and engine
force but in the deck force as well. With the increased
cost of coal and of fire-room labor the more economical
heavy-oil engine is fast coming into* its own. This yacht
will have a plumb stem and shows all the graceful lines
and characteristics of Seabury design.

The general dimensions of the yacht are 150 feet
length over all, 140 feet length on the water-line, 21 feet
breadth and 5 feet draught. The motive power will be
two EHesel type heavy-oil engines of 200 h.p. each.
These will drive the yacht at 12 knots cruising speed
and the cruising radius will be 1,500 miles without
re- fuelling.

Death of General T. L. Watson

General Thomas Lansdell Watson died at his home
at Black Rock, Conn., on December nth. General Wat-
son as a boy had wanted to go to West Point, but physical
disability kept him out of the army. It did not, however,
prevent him joining the Connecticut National Guard, of
which he was Brigadier-General from 1890 to 1896. He
was very much interested in yachting, and was fleet cap-
tain of the Atlantic Y. C. when Fred T. Adams was
commodore. He was at one time president of the New
York A. C.

A 47- foot water-line schooner is being built by Frank
C. Adams, East Boothbay, Me., for a member of the
New York Y. C. from designs by John G. Alden. At
this yard, also from Alden designs, are building a knock-
about trading schooner and an auxiliary schooner yacht.
The trading schooner, which is for use in southern
waters, is 107 feet length over all, 84 feet on the water-
line, 22 feet breadth and 12 feet draught. It will be
equipped with a 65-h.p. Acme engine. The sloop is 50
feet length over all, 39 feet on the water-line, 13 feet
breadth and 7 feet 3 inches draught.

Alacrity, Owned by Kenneth B. Van Riper,

to Be Fitted With Two Biz- Cylinder Winton Enginea of 226 H^. Each

Digitized by

Google

Merchant Marine

SENATOR WESLEY L. JONES, of Washington,
.Chairman of the Senate Committee on Commerce,
has notified the National Merchant Marine Associa-
tion that he has set January I2th as the date on which
his committee will open hearings on general ship-policy
legislation. Senator Jones has made several attempts
to get the committee together for this purpose, but the
concentration of attention on the League of Nations
debates has prevented attendance at hearings.

The committee has before it the Greene Bill, passed
by the House, and the Jones Bill, introduced in the
Senate several weeks ago. Both these measures aim to
set forth a general shipping policy. In addition to these
there are a number oi special bills dealing with immedi-
ate conditions which the committee will consider. It
is expected that the committee will begin with officials
of the Shipping Board and the Emergency Fleet Cor-
poration and that they will be followed, in order, by
ship operators, shipbuilders, labor organizations, farmers,
shippers. Chambers of Commerce and other organiza-
tions interested in shipping.

Representatives of the National Merchant Marine
Association, of which Senator Ransdell of Louisiana is
president, will present the recommendations of the
association. These are that the larger Government-
owned vessels shall be sold to Americans only and that
such of the smaller vessels as are not wanted by Ameri-
cans be sold without restriction as to flag; that the
Shipping Board be directed to dispose of all its vessels
within a period of two years at current market prices,
any unsold vessels to be allocated for operation, as far
as practicable, among purchasers of ships sold, and that
purchasers of the larger vessels be exempted from excess
profits taxes, provided they spend the amount of the
taxes in American-built tonnage.

On January 8th the Committee on Commerce will
hold a hearing on the Jones Bill for the amortization
of contracts for wooden vessels. In many instances the
construction of these vessels was started on a general
authorization from the Shipping Board to "go ahead and
build ships." The vessels were left in various stages of
completion and Congress has been asked to fix a definite
policy for the settlement of the contracts involved.

Judge Payne in a speech made recently before the
Southern Commercial Congress at Savannah gave his
views on the Government ownership and operation of
ships. He said:

The purpose of the Shipping Board is to establish a perma-
nent American merchai^ marine; ultimately resting on private
enterprise and private capital; supported by the grain and cattle-
growing farmers of the Mississippi Valley and the West and the
Northwest; by the cotton growers of the South; by the miners
of the East and West, and by the producing labor and capital
of our great manufacturing institutions.

If the American people are to maintain their present high
standards of living and retain even approximately their present
position in finance and trade, our annual surplus must be sold in
foreign markets, and we cannot do this without ships — ships
owned and controlled by Americans, flying the American flag
into every port of the world.

The war has given us ships. We now have 1,300 Shipping
Board ships, operating forty-one trade routes, carrying our

products under our own flag into the important world ports. By
the end of 1920 this number will be increased to some 2,250.
Sales of ships to Americans are being made, but the sales do not
keep pace with the new launch ings.

The problem of establishing a permanent merchant marine
presses for solution. No question of Government ownership is
involved. The question is not between public and private owner-
ship, but between American and foreign ownership. We want
an established American merchant marine; how it shall be owned
is less important. We desire that every ship now Government-
owned shall be sold to and be privately owned and operated by
Americans for Americans, but that will come later. Now the
chief thing in hand is to create a merchant marine. Ships alone
will not do this. Indeed, unless we have men, money and brains
in the shipping business, ships may become a liability rather
than an asset.

How, then, may a merchant marine be established? It can-
not be done in a day. It cannot be done by legislation alone. It
requires time, habit, growth and individual capacity, initiative and
enterprise. Many seem to think the Shipping Board can do this
by reducing the price of ships and instantly shipping men will
spring up and all our ships will be bought by private owners, and,
Presto! a merchant marine is a fact. This is a serious error.
A substantial reduction in price would undoubtedly sell some
three hundred of our best ships, but this would not touch the
problem. Ships cannot be sold in large numbers until the coun-
try is prepared to buy them. It is not now prepared.

We have only a few successful shipping companies; they„
however, insist that we reduce our prices and we would thereby
be able to sell the ships. That this is a fallacy is of easy demon-
stration, as is also their claim that there is a world market price
for ships.

There is no such market price. No other country has ships
ready for immediate delivery, hence there can be no world
market price. The demand for ships for present use cannot be
met by building ships for future delivery; the need for tonnage
is instant and pressing, and is now greater than ever before, and
cargo rates are higher. We alone have ships for sale, ready for
spot delivery. Our prices are based on a fair estimate of cost,
and a regular schedule of prices and terms is maintained, the
same to all persons. When can we build ships cheaper? Cer-
tainly there is no indication here or abroad that labor and ma-
terials are getting cheaper. How, then, can ships be cheaper?
England's costs are rising and she has no ships for sale; indeed,
she is in the market to buy ships. You ask, then, "Why don't
we sell our ships?" Because we want to sell to our own people
for use under our own flag, and our country has not yet begun
to think in terms of ships. We have not acquired the ship habit.
Who loans money on ships? Who of your acquaintances would
buy a ship mortgage? Are your neighbors sending their boys to
sea? These things must come to pass before we are a maritime
nation, prepared to buy over 2,000 ships.

The few American shipping companies now in the market
cannot and will not buy all our ships. To illustrate: We had
a conference recently with one of our largest ship-owners. He
had urged Congress to require us to reduce our price of $200 to
$225 per ton to $125 to $140 per ton. We asked him how many
ships his companies would buy at his prices. He replied, "About
one hundred." We then asked how many the entire shipping
interests of the country would purchase. He replied, "About two
hundred more." We then asked, "How does that leave the Gov-
ernment? We sell your three hundred of our best hand-picked
ships at 40% less than cost. We are left with more than eighteen
hundred ships of all sorts on our hands, which the Government
must operate in competition with the better ships of the private
owners. That will not solve the problem Your few companies,
with four or Ave hundred ships do not make a merchant marine
adequate to the needs of the country. Must the Government,
after selling you its best ships at much less than cost, less than
you can possibly build them for, keep the poorer ships and op-
erate them at this great disadvantage?" He admitted that hii
plan would not solve the problem, and that he was probably look-
ing at it from his own, rather than the Government's, point of

view.

Digitized by

Google

January

RUDDER

27

200-Foot Cargo Oftrrler Built From Designi by Oox ft Bteyens, Beady
for Launching

What, then, is the solution?

Congress should let it be understood that it will not compel
the Board to sell ships. Agitation to this end keeps conditions
unsettled and prevents sales. The hope that Congress will com-
pel us to sell the ships in a short time heads buyers oflF, hoping
for low prices.

The Shipping Board must be left to deal with the problem.
We are making a number of sales, and the demand at present
prices is increasing, but much time must pass before the ships
can be sold. No new enterprise involving billions of capital was
ever established in a day.

My conclusion is, it is not. possible to have a successful
America^n merchant marine until the country grows into the ship
habit.

(a) The American newspapers and magazines must arouse
the thinking men among manufacturers, investment bankers,
farmers and labor to the necessity for a merchant marine ; teach
the people to think and act in the language of shipping. They
must first understand, then they will act. Already great strides
are being made. Even now, we have three hundred firms or com-
panies operating Shipping Board ships. They employ on land
and sea nearly sixty thousand men in this service. We maintain
a recruiting service and schools to teach officers, engineers and
sailors bow to do the work, and fit them for the sea.

(b) Congress is giving the matter close attention, and be-
sides the Greene Bill, should pass a mortgage bill, substantially
like the one now before the Merchant Marine and Fisheries Com-
mittee, to guarantee investors a lien for the purchase price of
the ships, which will, in financial circles, have as much value as
a railroad mortgage, and investment bankers and the public may
freely invest in ship securities.

(c) American insurance is essential. Companies must be
encoura^^ed and new ones established that we be not dependent
on foreign companies for our ship insurance, as we are now.
This is of great importance.

(d) The American Bureau of Shipping must be developed
and strengthened, to the end that in all technical matters affect-
ing shipping we may be independent of any foreign institution.

Meantime, with the aid of individual operators, we operate
the ships with as much profit as unsettled conditions of the time
permit, but nevertheless with a profit, and the work of creating
an American merchant marine goes on.

These are the high lights.

To accomplish this great task all Americans of all classes
must pull together. The tales of the sea must become the gossip
of the nursery and of the fireside.

It is not possible for America to hide her head in the sand.

Will she attempt a splendid, but decaying isolation, or will she
go down to the sea in ships, and, using her own Panama Canal,
unite the Americas, the Orient and the Occident in friendly trade,
and lend her aid toward an enduring peace?

Shipping men generally differ with Judge Paynt.
They are opposed to the Government operation of ships
and think that the vessels in the fleet controlled by the
United States Shipping Board should be disposed of at
the best prices obtainable and not wait until competition
is keen and freights low.

There are at the present time more than two hundred
companies operating and managing vessels for the
Shipping Board. They are gradually extending their
operations and should in due time be very able to take
over all the vessels that have been built. There are one
hundred and twenty-one lines operating which use Gov-
ernment-owned vessels exclusively. The majority of the
operators of these lines have expressed the desire to
purchase the ships on easy terms and at fair prices.
They regard it as being necessary for payments to be
distributed over a period of ten or fifteen years ^ with
interest not to exceed 5% armually.

While they state that it is true the Government will
not realize the cost of ships, built during the war at
abnormally high costs, it is contended that it will be
cheaper for the Government to retire now and stand
the loss, rather than continue a system which they pre-
dict in the long run will result in a far greater expense
to the tax payers of the United States. While the Ship-
ping Board has not issued any statement of its profits
or losses, it is believed that, were a balance struck at
this time, a substantial profit on operation would be
shown, as the freight rates have been high and competi-
tion absent.

The American Steamship Owners' Association, the
National Merchant Marine Association, the Philadelphia
Bourse, the Merchants' Association and virtually all of
the representative organizations have recorded them-
selves as being in favor of the sale of the Government's
fleet to private interests. It is significant that no large
and prominent body has gone on record as being opposed
to it.

stem View of 1,300-D.W.T. Steel Cer^o Steamer. Plans on Page 28

Digitized by

I Page 28

Google

Designs

210-Foot Cargo Carrier

Cox & Stevens, who have recently been handling a
very large amount of steel tonnage of all sizes up to
10,000 d.w.t., have designed a steel cargo steamef of
1,300 d.w.t. for the Kingsley Navigation Company, plans
of which arc^ given herewith.

. This particular vessel is worthy of note on account
of her small size and ready adaptability to a miscella-
neous cargo. She will be very servicable for shallow
harbors and an excellent vessel for inland or for coast-
wise trading. She has three holds forward and aft
below the main deck and a long poop allows for the
storage of different classes of cargo separately.

She is laid out primarily as an oil burner but has
temporary coal bunkers and grate bars to replace oil-
burner fronts to be used if oil is not procurable.

This vessel, which is named E. D. Kingsley, is being
built by the Canadian Car & Foundry Company at
Ft. Williams, Ont.

She is 200 feet between perpendiculars and 32 feet
breadth and will displace 2,096 tons. Her grain capacity
is 69,000 cubic feet, her bale capacity 63,300 cubic feet
and her capacity for Oregon pine lumber with seven-foot
deck load, 77 fioo board feet. The fuel capacity in her
double bottoms is 158 tons and her fresh water capacity
42 tons.

She will be driven by a triple expansion steam
engine of 850 i.h.p. with cylinders 17, 25 and 43 inches
by 30 inches stroke. Steam is generated in Scotch boilers,
190 tb working pressure. The condenser has 1,200
square feet cooling surface. The circulating pump is
made by the Morris Machine Works, the main and
auxiliary feed pumps are by Davidson and the air, fire,
bilge, oil transfer, sanitary, fresh water, and evaporator
feed pumps are all Worthington. Cocn & Co. of San

Francisco furnish the oil-burning system and the generat-
ing set is by Engberg.

VLWf*.- te.wi*'^ lawaf^ •— *":<'s£?^_

Midship Section of .200-Foot Steel Cargo Steamer

The general dimensions are:

Length over all 200 feet

Length b.p. 200 "

Breadth 32 "

Depth at side 17 "

Draught, extreme 15 "

Speed loaded 10 knots

Profile of £. D. Kingsley, 200-Foot Cargo Steamer, Built From Designs by Cos ft Stevens

Digitized by

Google

January

RUDDER

29

45-Foot Shoal Draught Houseboat

The plans herewith show a 45- foot houseboat recently
designed for Mr. Arthur Block of Philadelphia, by J.
Murray Watts. Long experience in designing houseboats
for southern waters, and also experience in actually
navigating these houseboats, has allowed the designer
to evolve a type of boat eminently suitable for Florida
waters. The draught is kept down to 2 feet 6 inches
with full load and without the necessity of a tunnel
stem The liberal breadth of 14 feet allows heavy con-
struction to be carried on a moderate draught.

This boat is propelled by a four-cylinder, 30 h.p.
Buffalo engine, 6-inch bore and 7j^-inch stroke, with
all controls leading to the bridge deck. The amount of
room on a boat of this length is remarkable, the whole
of the top of the cabin and the after deck giving avail-
able deck room for passengers unobstructed, except for
the companionway. The general arrangement below
shows an owner's stateroom, 10 feet 3 inches long,
fitted with two double berths, a large wardrobe and a
bureau. Amidships is the main saloon, 12 feet long,
with two transoms, 3 feet wide on either side. These

transoms are upholstered in green silk velour, and with
the green Wilton carpet and the mahogany joiner work
give a very rich appearance to this room. The question
of storage is carefully looked after, there being two
large drawers under each transom, a dresser and glass
locker on the port side, a linen locker and wardrobe on
the starboard side, and a buffet at the forward end.
There is also room under the stairway for stowing away
suitcases and bags, after they have been unpacked.
Between the owner's stateroom and the main saloon is
the bath room, 7 feet long, with a full-size bath tub
and hot and cold running water. Separate doors are
used leading from main saloon and stateroom into the
bath room, insuring privacy. All these quarters are
brightly lit up with electric lights, with fittings over
the bunks and dome in the ceilings.

A feature of this design is the very large amount
of room allowed for the working part of the yacht.
The engine room, galley and crew's quarters are in one
large* compartment, 14 feet long, with full headroom
throughout. On the port side is a sink, a dresser and

(Continued on page 49)

45* Snifl^ Pfcaf T Hatiat*^^^

Digitized by

Google

Remunerative Space on American and
Foreign Passenger Vessels

THE wage ([uestion and number of men that must be
carried on American-owned vessels has been com-
pared and commented upon by numerous writers, but it is
seldom that comments are made on the comparative
amount of productive internal space on American and
foreign-owned passenger vessels.

If two passenger vessels of similar size and speed
are operated in competition and managed alike the one
carrying the largest amount of cargo and the greatest
number of similar class passengers over a named route
in a given period is very likely to be the most remunera-
tive for that period.

Assume there are two passenger and cargo vessels
named "A" and "B", alike in size, hull, machinery and
speed, each having 430,000 cubic feet of potential earn-
ing space available for division into cargo and passenger
space.

"A", owing to liberality of operating rules, as regards
number of crew and their accommodation and a more
careful planning of passenger quarters and accommoda-
tion has 330,000 cubic feet of space available for cargo
and 100,000 cubic feet of space available for passengers;
while "B" has only 300,000 cubic feet of cargo carrying
space and 91,000 cubic feet available for passengers it
is obvious that "B" will be working under a handicap,
so far as earning power is concerned, and will have to be
operated about 10% more efficiently and economically
than "A" to earn the same return on the investment.

Numerous passenger vessels operating and about to
be operated under the American flag can be likened to
the "B** vessel referred to. To illustrate this I have
selected one of the interned German vessels and have
graphically illustrated, by outline sketches marked "A"
and "B" the comparative remunerative cargo and passen-
ger spaces, as was, under the German flag, and, as is,
under the American flag.

It is the policy of the Shipping Board, whenever it is
possible to do so, to provide four-person staterooms for
seamen and firemen, two-berth staterooms for petty
officers and single-berth rooms for officers, and all of
these rooms have a larger area of floor and greater cubic
contents than is usual in foreign vessels.

In addition to this well-lighted and ventilated separate
mess rooms are provided for deck and engineer officers,
for deck and engineroom petty officers, for seamen, for
firemen and for steward's department. All of this is
costly so far as space is concerned and providing the
officers and men properly appreciate it and render more
efficient service the investment may prove a good one.
But, do the men appreciate it and will the added accom-
modation prove a good investment?

Another possible handicap that docs not show on the
sketches is the reduced number of passengers that will
be carried on many of the interned German vessels when
they have been reconverted into passenger vessels under
the Shipping Board's direction.

It is the policy of the Shipping Board to allot a larger
space to each stateroom than is usual on foreign vessels
of similar age and class and to eliminate inside state-
rooms. This policy is a commendable one providing the
passengers will appreciate it and pay an added percentage
for the extra space.

In other words, will the average first, second, and
third-class passenger be willing to pay more for his
passage on an American vessel than he will have to pay
on a foreign one? If he will not, then the return from
passengers will be less than on a foreign vessel of similar
size because American passenger vessels of the type I
am referring to will not be able to carry as large a
number of passengers of any class as their foreign com-
petitors.

The internal capacity of a vessel is fixed and it is

|4X/<iy#0|f^v

A, ninstratiiig PotentlAl Earning Space DaTotad to Cargo and
Paaaanf era Whan Veaaal Operated Under the Oerman Flag

A comparison of the two sketches is instructive. The
comparison shows that when vessel was operated undei
the German flag approximately 30,000 more cubic feet
of space was utilized for the carrying of remunerative
cargo and passengers than is now being utilized and the
operators of the vessel must either make up for this
loss by charging higher passenger and freight rates or
else accept the handicap that the loss entails.

Why these deductions?

The deductions are due partly to the necessity of
utilizing a portion of hold for carrying the additional
fresh water that the installation of hot and cold running
water in every first-class passenger stateroom requires,
and partly to the largely increased space required for
the accommodation of officers and crew.

S fflTiw rfyifg^

Sketcli B, ninitrating Oorreaponding Space When
Operated Under the American Flag

the Veiael la

only that portion of it which can be utilized for
passengers and cargo that is remunerative. Arc we
acting sanely when on vessels that will have to compete
against foreign vessels for passengers and cargo we are
so prodigal of space and conveniences that we handicap
the operators of the vessels by reducing the number of
passengers and available cargo space to a minimum ?

Our shipping laws handicap American passenger
vessels to some extent, but why voluntarily increase this
handicap and make it more difficult to operate American
ships profitably?

The real test will come when the days of active com-
petition return and each vessel's earning power and
operating cost is knozvn. At present little or nothing
is known about these things.

Digitized by

Google

The Fabricated Lifeboat

DURING the crisis of 1917, the United States Ship-
ping Board Emergency Meet Corporation sent out
au inquiry for 4,000 lifeboats, one order to be delivered
in one year. They found upon investigation that none of
the existing shops could handle this order. The fault lay
in the antiquated methods which did not permit rapid
production.

H. Alexander Johnson, who was at this time employed
by the Morse Dry Dock Company, then rebuilding the
interned German ships, learned of the situation and in-
vented the process known as the Johnson Fabricated
Lifeboat. A set of plans and a bid were submitted to
the Emergency Fleet Corporation at Washington. The
department heads, who had previously investigated costs
in boat shops throughout the country, were inclined to
be skeptical, but eventually the production engineers
were convinced that it could be done. A contract foi
1,500 Johnson Fabricated Lifeboats was awarded with
an option to take an increase of 100%.

The success of this method was demonstrated early,
and as a result an additional order for 1,000 Johnson
Fabricated Lifeboats was placed shortly thereafter,
through the War Priority Board, for practically all
other contractors had failed to make deliveries as
scheduled. On August 6, 1918, when the first boat was
due to be delivered, the Johnson Fabricated Lifeboat
was actually two months ahead of schedule, with 180
boats to its credit, and this in spite of an initial delay
of forty-one days in securing tools and material.

In this connection considerable credit must be given
to the broadminded manner in which General Uhlcr,
Captains Seely and Sargent, the heads of the United
States Steamboat Inspection Service, and their local
inspectors, Captains Rickmere and Tyler, rendered
valuable assistance in obtaining decisions on material
and drawings, for this boat was, of course, radically new.

Captain Seely, in fact, went even further than is custom-
ary in expressing approval, and stated that in his opinion
it was "The best lifeboat ever built."

Twenty-Six Acres of Johnson Fabricated Lifeboats

Now that the emergency which inspired the develop-
ment of this new idea is over and the United States
Shipping Board no longer needs its entire output, the
Fabri Boat Company is about to enter the purely com-
mercial field. After having furnished forty-six ship-
yards under Government control with their requirements
in lifeboats, and completed the largest and only thor-
oughly successful contract for the Emergency Fleet Cor-
poration, a new plant will be established in the vicinity
of New York to take care of the still existing and con-
stant demands of the private shipyards. With this in

(Continued on pajs^e 50)

Interior of the Assembly Shop

Suspension Test of 10,280 Lbs. on Keel, as Deflection

Digitized by

Google

33

RUDDER

January

THE««»

RUDDEP

{Title RegUtered U. S. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur F. Aldridge, President; Andrew Paterson. Vice-President and Business

Manager: James R. Thomson. Treasurer; Arthur deZ. Patten. Secretary

Enttrtdai New York Post Office as Secmd- Class Matter

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00
1. 00

.25

Thb Rudpkk can be procured or subscribed for at following Fordgn Agcndci:
THE ZNTEBNATIONAL 1VBW8 00., 6 BrMuns Building, Ohaneery Ian;

London, E. O.
BBEK^AKO'S, 36 Av d« I'OpwA, Paris, Franca
OOBDON it OOTOH. Sydn«7. Australia
Or at any BookftaU

Dig the 35-Foot Channel

The Port of New York is the gateway of the Nation.
There is no port at the present time that can compare
with it for its natural adaptability for shipping. No
other port in the country has so extensive a water front,
and no port is so well served by the railroads. Its
channels are deeper than are to be found elsewhere, and
its facilities for shipping are far ahead of all other ports
either on the Atlantic or Pacific Coasts.

At present its dock facilities are overtaxed ; and other
ports, taking advantage of congested conditions here,
are luring ship operators away, offering them berths
where they may load and unload quickly, and with
charges much under those at New York. Hundreds of
ships are awaiting berths in New York Harbor. They
have brought cargoes from far distant ports, and are
ready to unload and to take on supplies for foreign coun-
tries. The loss to ship-owners and operators by this
waste of time is incalculable.

The simplest solution of this trouble is to dredge a
35-foot channel through Newark Bay and into the Port
Newark Terminal. This channel is absolutely necessary.
Relief of congestion in the harbor is imperative. The
crowded condition of the big port, with its hundreds of
vessels lying idle, is a detriment to the commercial pros-
perity of this country.

More than ten million tons of shipping has been
launched this year up to December 20th. The total
number of vessels delivered to the Government by the
builders this year is 1717. Naturally, with ships growing
at this rate, the big port of New York is overcrowded.

On another page is an article which tells about this
Newark Bay channel, and maps illustrate the whole
scheme. It is no good trying to squeeze more piers
around the New York water front. Unfortunately, the
waterfront is not elastic.

The chief advantage of the Newark Bay scheme is
that it will develop a tract of territory that is served
directly by five trunk railroads. The port of Newark
has more than a thousand acres of water frontage avail-
able for wharves and docks. With the railroad connec-

tions the expense of lighterage is eliminated and the cost
of handling is cut in half. Is this saving worth considera-
tion in the days of keen competition?

This plan is now a local one. It is not promoted for
the aggrandizement of the State of New Jersey at the
expense of New York. We must have piers for our
ships. They cannot be had in New York, but they can
be built in New Jersey, on Newark Bay. Dig the 35- foot
channel at once. It is such an easy proposition that there
should be no delay, and then the other improvements
and developments can follow.

@®®

Transforming the Transports

The steamships New York and Philadelphia of the
American Line which were known as the Plattsburg and
Harrisburg during the war, when they were used as
transports, are being refitted in up-to-date fashion at
Tietjen & Lang's yard at Hoboken, and will soon be in
service again, plying between New York and Southamp-
ton. It is announced that the New York will sail on
February 5th and the Philadelphia on February 25th.
Two days after these two vessels were released by the
Government they were in the repair yard. Plans had
been prepared in advance for their rehabilitation, and
the big work began at once. There was no delay. The
I. M. M. were anxious to get the vessels, and wasted no
time.

The Von Steuben made her last trip for the Govern-
ment in September. She was turned over to the Army
Department in October, and in the latter part of that
month workmen were put on board to rip out the state-
rooms, etc., preparatory to refitting the vessel. On Novem-
ber 24th all work was stopped, and the vessel was turned
over to the Shipping Board, and it has been at the Army
Base idle since that time. Now plans are being made
for the refitting of the vessel. Bids for the work are to
be asked for. It will be at least thirty days before one
bid is accepted, and then some weeks before the work is
finished and the vessel put on service.

The Callao made her first trip in 1914 to Peru, under
the German flag. She was interned there during the war
until she was turned over to the Government for use as
a transport. She finished her work in the Government
service last September, and has been tied up at a pier in
South Brooklyn ever since. Crews are on board these
vessels, being paid regular wages and allowances for sub-
sistence. Dockage has to be paid, and the ships are idle
while plans are drawn and approved. One set of plans
have been drawn for the rearrangement of the Callao
and rejected.

It would be interesting to know how many of these
German ships are lying idle, and just what they are
costing the Government.

@®@

Floating Oil a Fire Hazard

The ship-repair yards at the Port of New York have
been leading a campaign to reduce the fire hazard due
to the discharge from vessels of fuel oil into the water
of the harbor, according to the Bulletin.

On December i6th the yards succeeded in having an
ordinance passed by the Board of Aldermen making it
unlawful for any person to discharge such oil. The
ordinance is now before the Mayor for his signature.

Digitized by

Google

J anuary

THE««»

33

Yachtsmen who sail on the Lower Bay were loud in
their complaints last summer about the oil on the water,
and protests were made to the Harbor Master and other
officials. The Harbor Master replied that he was well
aware of the condition of the waters, and what was going
on, but he said it was very difficult to catch any steamer
violating the laws. He pointed out that one-half of the
fine goes to the informer. This may stimulate some
amateur detectives.

tfie
New York Y. C.

It was expected that some announcement of the plans
for the races for the America's Cup might be made at
the meeting of the New York Y. C. which was held
in the club house on December i8th. The Cup Com-
mittee, however, simply reported progress. It has been
in correspondence with the Royal Ulster Y. C. relative
to the dates for the races, the course and some othei
small details and it will probably make an announcement
at the next meeting to be held on January isth.

As usual the officers and members of standing com-
mittees for the coming year were elected at the Decem-
ber meeting. All the officers were re-elected. Some
slight changes were made in the committees. They are
as follows:

Commodore, J. P. Morgan; vice commodore, Harold S.
Vanderbilt; rear commodore, George Nicihols; secretary, G. A.
Cormack; treasurer, Tarrant Putnam; fleet captain, Grenville
Kane; fleet surgeon, Dr. Samuel A. Brown.

The membership' of the diflferent committees was
unchanged. They follow:

Membership Committee. — W. Butler Duncan, chairman;
Henry A. Bishop, Harold S. Vanderbilt, Commodore F. L.
Sawyer, U. S. N. ; Leonard Richards, and Charles Lane Poor,
Secretary.

Race Committee. — H. de Berkeley Parsons, chairman;
Joseph M. Macdonough, Frederic O. Spedden, and Harold W.
Webb, measurer.

House Committee. — Samuel A. Brown, chairman; Charles
M. Billings, and Henry T. Maury, secretary.

Library Committee. — ^James D. Sparkman, chairman ; Charles
W. Lee and Henry Brevoort Kane.

Model Committee. — George Nichols, chairman; Frederick
M. Hoyt, and Henry N. Fletcher, secretary.

The Cover

The cover of The Rudder this month shows the
steamer Philadelphia in the yard of Tietjen & Lang,
Hoboken, being put in the finest possible condition again
in order to resume her work as a transatlantic passenger
steamer. The picture shows the vessel well and defines
her yacht-like lines.

The Philadelphia has had a remarkable career. She
was originally the City of Paris, owned by the Inman
Line and her running on the Manacles, and then being
successfully floated and repaired again will long be
remembered as one of the best marine engineering feats
on record. She has taken part in two wars. When she
was taken over by the American Line she was renamed
Philadelphia, and she served as well as the New York
of the same line as a scout cruiser in the Spanish War.
She returned to the service of the American Line after
that war and when this country entered the World War
she was itiade over for transport services and named
Harrisburg. The New York was named Plattsburg. No
amount of money is being spared to put these two boats

in commission by the American Line, and with modern
and improved fittings they will still be able to hold their
own with the modern steamer.

@®@

American Ships Dry

Judge Payne of the United States Shipping Board has
ruled that passenger vessels operated by or for the Ship-
ping Board will be dry. The particular case cited is that
of the Moccasin, which was scheduled to sail for South
America on December 27th. No liquor is to be served
on the Moccasin. These instructions apply to sixty pas-
senger ships which the United States Shipping Board
expects to put in operation during 1920.

Whether this will be a handicap to American ships
remains to be seen. Foreigners who are used to drinking
light wines cannot understand Prohibition. They want
wine with their dinners, and wine and other liquors will
be served on all foreign-owned ships as soon as they pass
beyond the three-mile limit.

©O©

Death of D. H, E. Jones

David H. E. Jones, head of the firm of John S. Elwell
& Co., agents for the Fabre Line, died at his home, 35
Eighty-Third Street, Brooklyn, on December 15th.

Mr. Jones was one of the pioneer steamship^men of
New York City and widely known as a steamship broker.
In 1918, by direction of the President of France, he was
made a Chevalier of the Legion of Honor. He has ren-
dered valuable service to the Allies, particularly France,
in connection with shipping, before the United States
enJtered the war. He then labored as zealously for his
own country.

Mr. Jones was born in New York City on May 6,
1861, and was in his fifty-eighth year. He had been ill
since December 7th, when he contracted a heavy cold.
This developed into pneumonia. He was a member of
the New York Produce Exchange and the Maritime Ex-
change ; also the Lawyers' Club, the Whitehall Club, the
Foxhills Golf Club and the Atlantic Y. C.

Mr. Jones was a director of the Seaboard National
Bank. He was elected president of the Crescent Athletic
Club in Brooklyn in 19 18, having been a member of that
organization for years.

He is survived by his wife, Mrs. Ruby W. Chase
Jones; a son, Howard E. Jones, and a daughter, Mrs.
Ruby E. Swanson. Funeral services were held at 10
o'clock, Thursday morning, December i8th, at 35 Eighty-
Third Street. Interment was private.

©©@

C. H. Gamble of Cincinnati has for some time been
studying the small one-design classes with a view to
booming yachting on the Lakes. He has finally selected
the knockabout built from designs by John G. Alden as
the best suited to his requirements, and twelve of these
boats are to be built in time for the coming season.

4c 4c 4c

President William G. Coxe of the Pusey & Jones
Company announces that his company has been awarded
contracts to build four 8,500-ton tankers for the Anglo-
Saxon Company of London. They will be built at
Gloucester, N. J.

Digitized by

Google

Needed Information

Designing

Q. — I have a 45-foot cabin cruiser I designed in 1914
and now that the war is over I intend to have a new
boat built as soon as I can get the plans ready. While
I am an amateur at designing and only do it for my own
pleasure I believe I have a fair knowledge of the prin-
ciples. My new boat will have the same displacement
and power as my present one and as the lines of my
old boat have proved so satisfactory, I intend to use
them as a starting point for the new boat's lines. I want
my new boat to be better and speedier than the old one,
but do not know how to change the lines and make
them better. Will you explain how an architect would
work on a problem like this? I have not been able
to obtain this information from books on naval archi-
tecture.— Charles M .

A. — ^An experienced architect would study the old
boat's lines and her action when under way and then by
making use of his knowledge and experience he would
first determine the changes likely to benefit and then
make them.

Som# architects, lacking in knowledge and experience,
would do just what you are evidently going to do, guess,
being guided largely by a liking for certain shapes of
lines and form. There is no rule which if followed will
with absolute certainty make the new boat's form better
than the old one's. While to a certain extent naval
architecture is an exact science there is no known form
of least resistance, and in addition to this very few
architects do what you are going to do: retain same
power, dimensions and displacement, and try to obtain
better results by improving one element of the design —
the form. Possibly because very few of them have the
coura|^e to do this. Providing you are not adverse to
spendmg a little time and money to obtain the improved
form you desire our advise is : First carefully study the
lines and determine for yourself, from this study and
your knowledge of boat's performance, just where an
improving change can be made, and having made the
decision make the selected changes and prove their ap-
parent accuracy by making the necessary calculations.
Next have scale models made of both the old and the
proposed new boat and having loaded them to their
proper trim have them carefully tested.

Curves plotted from data obtained by making these
model tests will accurately show the comparative resist-
ance of present and proposed boats. If the curves indi-
cate that resistance of the proposed new boat is less than
that of the old one you will know that your changes
have improved the form and that a boat built from the
changed lines will prove speedier than the old one.

You must, however, bear in mind that the comparative
tests must cover the whole possible range of speed,
from lowest to highest, under all kinds of conditions,
from smooth water up to the roughest the boat is likely
to be used in. You, of course, understand that the scale
of models must be alike and conditions and speeds pro-
portional to the models. Data of tests such as we suggest
would interest Rudder readers and if you decide to fol-

low our advise we ask you to let us print the old and
new lines and data you obtain from the model tests.

ft*®
Estimating

Q. — Can you give me any information about the usual
methods employed by shipyards and boatbuilders to esti-
mate cost of a job of work? Lately I have had several
opportunities to go over bids for doing repair work and
the difference in prices is so great (125% in one in-
stance) that I wondered if the firms really estimated or
merely guessed at their figures. — Edward H. H .

A. — ^Anyone familiar with ship repair and boat repair
yard methods would know that the variation you mention
is not unusual. A few weeks back we had an opportunity
to look over some bids for repair work on three ships.
On one job the high bid was $68,000 and the low bid
$3S,ooo; on another job the high bid was $20,000 and
the low one $5,000, and on another job the high figure
was $5,000 and the low one $1,750. The bids were all
submitted after inspection of the work and reading
detailed specifications, and the firms who submitted the
bids were Well-known established concerns.

So far as we can learn the variations in prices are
most frequently due to guessing at costs, which in its
turn is due to the lax and unchecked methods of estimat-
ing employed by many of the old-established firms.

Unless the heads of a firm have so systematized their
estimating that each man responsible for certain figures
is held strictly accountable for their accuracy there will
bc\ neglect and laxness. We think that the most satis-
factory method is to hold the heads of each department
strictly accountable for the accuracy of the figures they
submit and when a job of work is bein^ done to make
it the duty of each department head to carefully keep
cost of each item of work and check the actual against
their estimated cost. The more we study the problem
the more convinced we are that the large variation you
refer to is avoidable and can be eliminated by having
a universally standardized method of estimating costs.

The heads of departments and estimators should be
required to estimate on each job item by item. The final
figures should be gone over by the responsible head of
the company at the meeting of the heads of departments
and estimators, and each man should be told that actual
cost of work, item by item, will be kept and compared
with estimated costs and in cases where there is a wide
variation between actual and estimated cost figures an
explanation will be required.

The estimating department in many ship and boat
repair yards is a crudely-managed and poorly-organized
affair, when it should be the most efficiently-managed
and care fully- supervised department of the yard. Success
of a repair yard frequently depends up<m correct estimat-
ing.

»*•

Designing
Q. — How are the various lines
drawing of a vessel related to each

Digitized by

shown on a lines

January

RUDDER

35

their particular values as determined by the designer ? —
C. E. S.

A. — ^The lines shown on a lines drawing indicate the
shape of planes at various (indicated) positions. These
planes are generally taken at right angles to each other
because by having them at right angles the work of
enlarging the lines to full size is greatly simplified. The
lines that are not at right angles are the ones required
for "fairing" only.

On the profile drawing is shown the outline shape of
hull as seen from one side and on this drawing the water
planes and cross-sections show as straight lines^ and
buttocks as curved ones. Outlines of keel, stem, rabbet
and sheer show as they are shaped. On cross-section
view is shown the outline shapes of cross-sections at loca-
tions indicated by vertical straight lines on profile, and
on this plan the buttocks appear as straight vertical lines
and water planes as straight horizontal lines. The
diagonals appear as straight inclined lines drawn across
the cross-section outlines.

On the water plane view deck outline and shapes of
water planes appear as curved lines, buttocks as straight
horizontal lines, and cross-sections as straight vertical
ones. The diagonals do not appear on this view, but are
usually shown as curved line immediately above it. As
r^^rds the particular values of each line. They all are
of equal value for indicating the shape and location of
some particular part, but if by the question you mean
the value as r^ards the success of the whole form our
reply is you cannot consider the success or failure of
a vessel or boat as being solely depending upon the shape
of any one particular line, or of any series of lines, such
as the water planes.

The lines shown on a plan of the form of a vessel,
while they indicate the form with exactness, are neither
laid out geometrically nor capable of analysis by any fixed
rule that we know of. If this were possible the form of
leastj resistance would be discoverable and the prepara-
tion of vessel's lines would become a strictly geometrical
problem.

Years back Chapman tried to reduce the selection of
form to a geometrical problem and while he undoubtedly
did greatly advance our knowledge of the value of form,
his method is not used by modem designers and is con-
sidered of doubtful value. Scott Russel was another de-
signer of note who endeavored to simplify the designing
of form of a vessel by laying down rules for the shaping
of its lines but the wave form suggested by Scott Russel
has not proved satisfactory and while there is undoubted
merit in some of the originator's contentions modern
designers find that its defects are many.

The successful vessel is a combination of good form,
properly located centers, good propelling power (sail or
mechanical) correctly installed and properly proportioned
to the hull, and the whole efficiently handled.

Good form alone will not make a successful vessel,
though it helps, and it is for this reason that the services
of skilled architects, builders, captains and managers are
in such demand. They know how to achieve results
without experimenting at the expense of their customers.

By studying lines and proportions of existing success-
ful vessels it is possible to learn to distinguish between
the good and the bad in design ; experience is, however,
the great teacher.

A Bufialo Once More
Wins Reliability Test

JOSEPHINE, owned by Carl
J Reischel, Erie, Pa., and chartered
by E. H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby also
winning the famous Scripps Cup.

Josephine is powered with a 40-60
h.p. Bu£Falo Engine.

The Scripps Cup was offered
several years ago as the prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it >

The BuiTalo Gasolene Motor Co.

1311-23 Niagara St., Buffalo, N.Y.

Pleas« mntioii THB RUDDER when writinc to adrertisert

Digitized by

GoogI(

36

^^^scon^n

THEa«»

RUDDER

January

WhqYourSafetqAdds
Cost to the Wisconsin

ONLY a power craft with a dependable engine c?-ii
be safe— and ihe Wisconsin is dependability to
the last ounce of metal.
This depend ability means added initial cost — fitting, ad-
Justin g» running- in, testing and rigid inspecting — high-
priced workmanship. But in the end you get a rnasier
motor, capable of meeting any emergency with surplus
power-^a motor whose very dependability gives it a
low ultimate cost. Write for specifications.
Wi««M»tui Motor Mff. Co., 5t«tJ«iiAr Dept. 303, Mttwiukee, Wii.

DISTRIBUTORS!

New York Br&rn;h; T, M. Fenner, 2t Parte Row,

Factory Reprettrntntlve,

Ciilifprrla OfBtHbutor: Eiirl P. Cooper Co., Loa Ani^ettiA, Cal

Northwest DlBtrfbulon Chfindlpr-Dunlap Co^

SeattI?, WAth.

DON'T FILL THIS IN

SCNDlMlk«faUM4lM«»Ui4«««aaMlrMilMM«««l. TWa bi« Im« «« gi*. yM wvl* mm to 0 Mt *•
i«i«f— !«■■ w 4mmI mU ■— liw. Ym raalUa faly Uw ter«i«Ml yww ^MpiBn i*. Uw arach rfalwi— it mAm to

ftmi b«M wlilfcat il U riakt OT irnag Wa ««M to yUca •tr*ar Oi^aial tka aiiwiirily vai

piBiri wkick «• kava mawlani. Wa «•■• CilaiHaa FraaiBiri la fin ika iln i il •
— 4i»a.A Writa if Ai. If la^y.

trv.

i;cZE?

CX)LUMBIAN BRONZE CORPORATION

EmcuU** OttoMi M Chufcfa StTMt. N«r York City

Construction

Q. — I want to get a 36-foot cabin cruiser built, but
the high prices demanded by some of the better-known
builders have discouraged me. A friend mentioned that
possibly one of the smaller shops might build the boat
for a price within my limit. Acting on this suggestion
I got in touch with one builder and found he had already
contracted to build a 38-foot boat for a price well within
my limit, but he refused to take another order saying
that one boat was all he could tackle this Winter.

During the last month I have written to ten owners
of small boat shops and to date liave received a reply
from one and this was neither a very satisfactory nor
businesslike one.

Is this an usual experience ? Can you supply me with
the names and addresses of boatbuilders likely to be
sufficiently interested in building such a boat to at least
reply to my letters? — Frank W .

A. — The builders advertising in Rudder are all reli-
able and we believe you will receive a prompt reply from
any of them you write to. Also in the Rudder Directory
you will find a list of boatbuilders. Your experience is
not an unusual one. For many years we have been trying
to get the owners of small boat shops to reply to inquiries
and make a little effort to keep up with the times and
act in a busineslike manner, and we must frankly con-
fess that results have been very discouraging.

Many owners of small bcKat shops don't seem to
realize that it is just such things as a failure to reply
to letters and a failure to keep in touch with matters
relating to the industry that is handicapping them. You
are only one of a number of prospective customers ready
to build fair-sized boats when a builder can be found
who will build for a price that is less than that asked
by the large plants.

The present day is the small shop owner's opportunity
because in a small shop the owner is usually a combina-
tion of foreman, workman and general manager, and the
shop is located where rent is low and labor can be ob-
tained at lower rates than are paid in large centers.
These things coupled with the fact that the average
owner of a small shop is content if he receives a lower
profit than the large plant enables the small shop owner
to overcome the handicap of having to pay a slightly
higher rate for the material he uses and still build at a
materially lower price than the large plant can. And it
is a fact that good boats can be built in small shops
providing the owners will be content to keep within the
limit of size he is used to building.

BRITT CRAFT

During the war eighteen boats built by Britt Brothers were
in Government service and noted for, their substantial construc-
tion, being able to meet every requirement of the service.

There are certain features in Britt craft that distinguish
them in any fleet, and the most noted is their complete and
finished appearance.

Owing to the demand for their product Britt Brothers
Corporation has been formed and a new plant is being built at
Point of Pines, Revere. Mass., where early this Spring they
will start to build in the new shop.

The new property contains nine acres and about i.ooo feet
water front on the Pines River. When complete it will be one
of the most modern boat shops in America and they will build
to individual designs up to 200 feet. Their Boston office is
located at 85 Devonshire Street.

They are now working out plans for a standardized house-
boat and an express cruiser, a type that has been in great
demand in the past, and which they will carry as a regular stock
line.

Digitized by

Google

January

THE««ft

RUDDER

37

Marine Plumbing Fixtures

I Known the World Over for Their Quality and Performance

"Florida*" Pamp Clo»et. Vitro-
Adjiniant p«d(»Ht«l bowl, 4" supply
ftud Wdctf!' puBQp. Pricfi, pump
vbitti Add fileiEel, [Duho^at]3r wooa-

wtifk , , . |iijin«.oo

h6H^

Plate S-208

Plate F-1080 (Patented)

••Winner" Pnmp Closet. Vitro-
Adamant bowl, 2^^ supply and
waste pnmp, rough, oak seat aud
cover 930.00

SANDS' PUMP
CLOSETS CAN BE
USED ABOVE OR
BELOW THE
WATER LINE.

Plate F-SriTO nmet) Plate P -2571 fOutlet>

SiAda "Thru-Hull" Cottuections m\e labor, He& f'n( ka ImT? cif-
ciilar openiini;. rarried in Hio^k for hulVa up to 2" in thkkaeas;
wilh fltraight tail pie^cC'.

tn Orltrint Spertfr ThttJtmwn ttf HuH.

Plate F-2!iT0 — "Granby*^

Eound Way Soa Cock with

"Alton" thru-litill connf'iistioii

rtud intake atTaiii^r* Nqn-rgr-

T»»ive compoaitioD tn^tsL

No, 1 — % " Inler t4*2B Outlet

No. 2—1 * Inlet, . . 6,00 Outlet
No. 3—1^'' tnlet. f».00 Outlet

No. 4 — 1^" Tnltft,,. , lt*00 Outl*^!
No. 6—1; * Inlet IT.OO Outl*t

Plate F-a^'iTl-^GraDhF" &e>
Cock with "Carlton'* Outlet
thru-hull ctiniirrtion. Non-cor-
rosive compDHition mistalH

$4,00
llkTO

ir.tfio

fltn?» ty%*' and 1\" inlet nnd outlet OO nppl Ira Lion

Plate S'20S

Tb& * 'Madison'* Vltio- Ada-
mant Lavatory, with over
lap fiUb rind integral back,
eujituo^ed puLnt^d bracketii^
self-ciaainir fnucels and
china iudex^ "Hot'^ and
*'Co!d**; chain stay with
chain and stopppr; waete
with bar «trnlner; cast brd^a
N^ P, trap, and w^ate to
bulkhead, with flanges 942.00
If with "Rex" pop-up

waste, add 96.00

If with N.P. brass compres-
sion faucet, deduct 91
Dimensions: Lavat'^i ^
20" across back; front u*
back 18"; basin 14x11".
back 6" high.

g

"Anfiflo"
Plate F.251Mt

"Anglo" Sea-
Valyes, straight
couplings and

locking plate, used
on supply and
discharge of the
Sands' "Win-

ner' ' Closet.
Pair 96.75

Plnte «ii-l50

The ' 'Qlenwood' ' Folding
Lair at 0 ry, with Viiro-Ada
mant roll rim Uppf^d oval
bafiin, N. P, copper lining^
ftofip and brush hold«ra, K*
P. brasii pump with combin-
ation swinj: Aupply faucet,
N. P. brasa tow^l rackj N.
P brp«a supply and waste
i-ouplingB. N, P. brasfi trim-
mings.
Quartered oak, polished

finish 952.00

Mahogany, polished finish.

957.0O

Dimensions —
Height 20", width
19", depth from
back to front
when closed 6".
when open 18".
oval basin 15" by
12".

Plate F-1617
AU BrMS Balk-
head Galley Pnmp

— 1%" cylinder,
reversible handle
with shut-off cock.
Polished .911.50
N.P.all over 18.00

Plate F-1U43 iPalentod)
"Huron" Pnmp Closet. VUro
Adamant oval hopper bowl^ 5^^ sup-
ply and waste pump; sutoniatk
loffl'ty handlf grip supply; back
Wtttpr <?h(*ck vah'i' ; pump white,
with N. P. triinTiiingF»; miihng^ny
woodwork ..,.'... 9155.00

I'latv >-I.»\y

Plate F-1617

Plate F-1528

Flat Bim Sinks, <J '. 10" and 12" deep.
Porcelain enameled inside or galvan-
ized all over. Fitted with open strainers.

Plat? F-401

"Manatee" 14"
Vitro ■ Adanaant
Dne Piece Lava-

tOTy» W. P. bTHHS

pnmp, chain slay^
chain and ruhbi^r
stopper, N- Fr
brsAS woste plu?
and strainer

931».50

12x12x6.. 95.25
3 3xiexfi. . 5.7n
12xlSxfi.. 0.K5
llxSOxfJ. . SJO

16x16x10. .90.00
24x16x10. ,ia,00
2Bx20xiO. .17*50
20x1 6x1 2.. 12,75
2^x20x12, .16.S0

Plug «traJn r-rn astd |1>25
Other Maes on application

Plate F-1640

New Style Doable
Acting Brass
Bilge Pomp, foot
attachment ; 5'
discharge and suc-
rion hose with
brB#H htTumer.
m^' disni.. 3 5'*
long . . . $4.50

louic . . 9«,00

tl" diam., '1^"

lonif ...912*00

rinte F-IDOO i Patented J

"Knockabout" Pnmp Closet. Vitro-
Uliimant hopper buwl, 2^/^" supply
und wiisti^ pump, rough, polished trim
mingn, oak woodwork, ,,.,-.. 900.00

A. B. SANDS & SON' COMPANY

22-24 Vesey Street

New York. N. Y.

Ptftte F-4»l

f nf>jfy'T'ljThf**'1>

mt^ F- IflaW^^

Google

Hagan el favor mencionar el RUDDER cuando escriven

Digitized by

sB

BUDDEP

January

** America's Standard Four-Cycle Engine'^

Th* «r*al Papylarlty cf K«i
V«ry Sallsfyliifl S«nrl««

Coailder the tact that Kermatb Enffinct are
Standard Bqutprntnt with more than sixty
per cent of all the hoathullders la the world,
and yoa will agree that here is an engine
that a man can buy with a (eellagot security.
Every Marine Engine manufacturer may lie
assuiiied to build as well as be knows bow.
It Is a question o( the maker's txftritnce and
ability and imteg-rity and kntwUdf*.
Kerinath Engines have been on the market a
H^rit* for Booklet Giving InttrtsHng Facts

•th KnfliMS Is Ou« !• Ih«
They ttlv* ■••! OwiMrs

number of yenrs— and exery year the demand
for them increases— for really dependable
Marine Engines are not so very common.
Vibration cut down to the minimnm-^none
of the usual rack and strain on the engine.
Prices $400to $550— depending on equipment.
Look up the denier or builder who can sell
you a Kermatb— he is a man worth knowing.
You'll find him an expert on Marine Engines.
Ah0ut Marine £nti»ieS' Address: Deft. U

KERMATfl yX<k Co.

THE 8-FT. SHIPMATE RANGE

The Length of this Range can be Increased Indefinitely

The range is easily the first item in a galley

outfit. Why not have one that stands for liberal

outlay in manufacture and years of tests and ex-
perience ?

The SHIPMATE costs a little more than some,
but you get this back and more in extra strength,
durability and working capacity.
Made by
THE STAMFORD FOUNDRY COMPANY

Established 1830 StamfOfd, CoHH.

Si prega far menzione del

A Deeper Channel

(Continued from page 11)

one members. The chairman, Charles A. Kennedy of
Iowa, was prevented by illness from being one of them,
but the ranking minority member and former chairmari,
John H. Small of North Carolina, was there. The
majority members present were Richard P. Freeman of
Connecticut, Nathan L. Strong of Pennsylvania, Niels
Juul of Illinois, Amos H. Radcliffe of New Jersey, Caleb
R. Layton of Delaware, Earl C. Michener of Michigan,
and the minority members, in addition to Mr. Small,
who were on the trip were Thomas Gallagher of Illinois,
Thomas J. Scully of New Jersey, H. Garland Dupre of
Louisiana, Clarence F. Lea of California and William
E. Cleary of New York.

Besides the members of this committee the Con-
gressional party included Congressmen Ladislas Lazaro
of Louisiana, Charles P. Coady of Maryland, Moses P.
Kinkaid of Nebraska, and John J. Egan, James A.
Hamill, Daniel F. Minahan, Frederick R. Lehlbach,
Ernest R. Ackerman, Cornelius A. McGlennon and Elijah
C. Hutchinson, all of New Jersey.

The party was welcomed by Mayor Gillen at the City
Hall and dined together after the reception. Among
others who attended the reception and the dinner were
DeWitt Van Buskirk, member of the New York-New
Jersey Port and Harbor Development Commissioin, and
president of the Chamber of Commerce, of Bayonne;
Dr. Henry Moscowitz of the Traffic Club general com-
mittee of this city ; Mayor Torrance of Kearny ; John J.
Dye, general superintendent of the Butterworth-Judson
Corporation ; J. Floyd Andrews, in charge of the United
States Railroad Administration ticket office here ; Richard
C. Jenkinson, H. B. R. Potter of the Erie Railroad;
Michael H. Connelly of the American Car & Foundry
Company; David Grotta, president of the Newark Board
of Trade; Robert A. Osborne and Louis Kamm of the
Real Estate Board; Oswald G. Routh and a delegation
representing the Federation of Improvement Associa-
tions ; W. C. Mueller and Alexander Rennie of the Traffic
Club.

The party and several hundred others interested in
the port development left Newark on a special train at
10 :30 o'clock on Saturday afternoon and were taken
to the Newark Bay Shipyard, where they were received
by President Henry R. Carse, Vice-President Henry R.
Sutphen, General Manager B. L. Worden and other
officials of the Submarine Boat Corporation. The train
carried the visitors all around the yard so that they could
see the enormous work being done there and drew up at
the wet basin alongside the steamship Margus, a vessel
recently launched and now ready for commission. The
Margus was decorated with bunting and all hands
climbed aboard and scattered about the decks while the
Congressional party on the bridge were given a sight-
seeing trip of the harbor of the Port of New York.

The Margus steamed out of Newark Bay through the
Kill-Von-Kull, down the harbor through the Narrows
into the Lower Bay. Then it returned to Newark Bay,
keeping close to the Brooklyn shore on the way up the
Bay and each Congressman was able to see how all the
piers were crowded with ships and the huge fleet of
vessels waiting at anchor to find berths.

Luncheon was served on the way and when nearing
home Mayor Gillen called all hands together on the
main deck. He then briefly told th^_^bject of the trip

RUDDER quando scriveteDjgjtJzed by VnOOQ iC

January

THE«»>

RUDDER

39

and one by one introduced Senator Edge and the Con-
gressmen, who briefly gave their views. Mayor Gillen
said:

American commerce must go to the seven seas of the world
through Newark Bay and in Newark built ships. Today the
representatives from Congress are seeing for themselves the
conditions here. They realize that what we are seeking is not
a mere local thing, but a big, broad need of national significance.
They have seen many ships lying in the harbor waiting for
place and opportunity to unload. What we are asking for and
hope to accomplish with the help of the Government will open
the gateway so that there will no longer be this hampering of
the commerce of the world. We are going full blast, we are
busy and prosperous, and Congress should not hold up the
need for economizing, because to do so will continue the costly
hampering of the great business of the whole country. In that
great business the waters surrounding Newark constitute one of
the greatest strategic and most vital points in the entire system
of outgoing and incoming commerce of the country. It is like
the neck of a bottle and it must be widened if we and the whole
country, and countries across the sea, are to reap the fullest
possible benefits. This isn't a Newark problem, or even a prob-
lem of New Jersey or New York — it is a problem of all America.
What we have shown you today is a big national asset. It must
not be allowed to lie dormant. It must be utilized and to the
fullest extent of its wonderful possibilities. I am sure that
after this inspection trip today there will soon be in motion the
necessary steps to bring us nearer every day to realization of
that utilization.

Mayor Gillen thanked the visitors for coming to
Newark and making the trip down the Bay and then
introduced Senator Edge, who said in part:

I want to emphasize the fact that this project is in no sense
a local one. The problems it proposes to solve are in the vital
interest of the whole country. They are matters of ordinary
common sense, of business sense. The trade of this country and
of the world must be done at lowest cost in keeping with quan-
tity and character and therefore the country must take advantage
of the possibilities of the waterways in and around New Jersey.
New York and New Jersey must not antagonize each other, nor
are they doing so. They must mobilize their resources for the
great good of the whole country. I am convinced that the visiting
members of Congress have been assured by what they have seen
and heard that your project is no pork demand. If they grant
what you seek they will be giving to the nation and to the world
one of the most important elements in the world-wide demand
for American commerce, American goods of all kinds.

When John H. Small of North Carolina was intro-
duced by Mayor Gillen, he declared that, unbelievable
as it might seem, there are actually some Congressmen
who are so modest that they don't want to talk. Con-
gressman Small said:

This trip to Newark and over its waterways, however,
brings to mind so many large and important thoughts that it
is difRcult to repress expression. One activity upon which pros-
perity relies is the merchant marine. One compensation which
the world war brought was the building of ships in American
yards, with American brains and American labor, and a resulting
condition is that we are in position to compete with the whole
world. Shall we dip our flag to any other maritime country in
the world? Shall American ships, with American flags and
American seamen, be sent throughout the world? (Shouts of
vociferous "Yes" greeted this.) If there is anything in the
laws to prevent, wipe it out!

Congressmen Freeman of Connecticut, Layton of
Delaware, Lee of California, Minchener of Michigan,
Gallagher of Illinois, Qeary of New York, and Strong
of Pennsylvania also spoke and each man pledged himself
to do all that he possibly could to get the necessary
appropriation to dig the channel, which each man
declared was absolutely necessary.

©®®

Work on four wooden steamships has been started at
Orange, Texas. The first will be ready for launching
next April. ^

NINETEEN YEARS OF REAL SERVICE

Regal MARINE Engines

Built in one, two and
four-cylinder models.
In sizes 2 H. P. to 50
H.P. To operate with
gasoline, distillate or
kerosene.

REGALITE

The New Electric Lighting Plant

For Yachts, Milk, Stores and Homes

3^ K.W. Generator.
Air Cooled, four-
cycle motor, direct
connection.

Write for
Catalog

Regal Gasoline Engine Company

59 West Pearl Street Coldwater, Mich.

The 20* Century

3. 3, 4 sad 6 CyWadtri

ie liP. la 300 IIP.

Marine Gasolene Engine

■Mut )ait wbftt tb« aaiM tapltot. It It the eafflM ol the Mth ceMaty. toae «•
the muy advantages ar« ' •«-•••

Meatneaa of Dealsn, Kaae of Operation, Slmplloltyof Conatnio*

tlony Absence of Vibration and Nolsesv loonomy of Fuei#

Moderate Revolutions and Ample Bore and Stroke

To ■am ap. the tOUi CnrrURT IRHnil embodies all tbe latest Improvemeeti. to>
Vatber with a standard of coastructloa that irill take others years to equal.

MANurAeruMCD eoLKtv ev

THE NEW YORK YACKTMUNCH&ENGINECOe
Morris Heights, New Yoric

Sunders of Yachts, Launches and Business Boats of all deeoriptions.
Highi-class Workmsnsnip a Specialty

Ossiffn and Construction Unsurpassed-^JokMr Woifc Uneoualed
Prices Phenomenall/ Low
Call Of vvrite and give us ■ chenoe to prove it
I Grand Central Depot

Ved Henvendelser til Annoncerende bedes De refiFerere til THE RUDDER

Digitized by

J

Google

4°

RUDDER

January

CRAIG OIL ENGINES

Six**. ISO H.P. and up

Desirable for all
Types of Vessels

Serrice aad Economiet m pronouced that present un-
satisfactory practices are made practical successes.

JAMES CRAI6 ENBiNE & MACHINE WORKS

807 GARFIELD AVE. JERSEY CITY. N.J.

Catabllahad' 1898

r

SEND FOR LITERATURE ON THE FULL UNE

l^T'i

isbge>

VMUVg •IN » II CAP

of mecfium-duty motors for work or
pleasure. Quiet, compact ; easy 6ii gas,
oil and repairs. 1 to 6 cyl.; 3 to 75 h.p.
Also a guaranteed kerosene motor.

I The Friibie Motor Co.. CoboSL. Middfetow. Cobb. I

m,

, GOOD^

OMADE IN CHICAGO. U.S.A.. ^
.5y 7/fe Andmiifort Ending Co. j^

Cut al SinsLc^
Cylinder 2 H. P.

Dunn Marine
Motors

For esrtreine simplicity^ long'weflf
and gencTftl all -round tservice, our
motfirs beat them all. They do their
work eadJy under all conditions of
ditnate or weather. At the price
QUDt«d thifl motor 1b rurnUhGd comrJete
with suitable propeller, flliaH, tttuflint
boK. muffler, H^nffe-coupllnt;, coil vDarb-
pJuf, mlxinf va]v«^ nnd oil-cup.

We buMiI engines in si* njzeEi^from this
iineIecylinder2H.P.to w6cyIindfra4H.P.
We Cflti fliuve you money on the purchis«e
ofa motor. M^ritc' ufi for our cataloeu^H or
belter still get your motor orcier^^il of uit.

DUNN MOTOR WORKS
Otfdensbufg, New York, V. S. A,

Koukokusha ni otegami onsashidashi no saiwa doso

Flying Without Wings

(Continued from page 20)

Perhaps it is not yet clear to the layman how a heli-
copter will move horizontally — we have so far described
only lift and perpendicular motion. It seems that experi-
ments show that it is only necessary to tip the hehcopter's
propeller shafting a few degrees in any direction to in-
duce movement along that line. Accordingly, by heeling
the screws forward the machine will speed ahead, while
by tilting them to the rear the craft will be driven just
as fast and easily stemward — something that is utterly
beyond the navigable scope of the airplane. To dodge an
obstacle or to avoid collision with another aircraft, the
helicopter has only to reverse its motion abruptly. Fur-
ther, once aloft, the helicopter can poise in the air, hover
at a given altitude ; and its horizontal travel can be cither
fast or slow — duplicating in these respects the powers of
a bird. Again, the descent is subject to the same precise
control; and it is authoritatively declared that a machine
of this type can be brought with extreme deliberateness
to the ground or come within two or three feet of the
earth and then rise once more at the will of the man
at the wheel!

Dr. Hewitt and Professor Crocker now purpose
a slow helicopter which will be equipped with all of the
features essential to manual guidance. The object of
choosing a slow machine — an4 slow in this case means
a much lower speed than is at all practicable with air-
planes— is to minimize the risks of the pilot, to permit
him to gradually familiarize himself with the new order
of craft, and, at the same time, to enable the scientists
to obtain further desired information.

Both of these authorities emphasize the fact that
their investigations were not of the laboratory descrip-
tion, as the term is ordinarily understood, because the
data obtained was in connection with an apparatus built
full size and quite capable of flying. They have thus
blazed the way for the practical, every-day, many-
carrying helicopter. They have demonstrated with
scientific accuracy and engineering completeness that an
aircraft of this sort can, so to speak, lift itself by its
own boot straps.

The helicopter as so developed is inherently stable
because the supportng effort is all above and the weight
is nearly all below — ^at least the major part of it, as is
the case with a balloon or parachute. The airplane, oo
the other hand, is essentially unstable, and must, per-
force of this, be provided with stabilizing devices. Dr.
Hewitt and Professor Crocker arc satisfied that the
dangers involved in flying a helicopter and the skill
required of the pilot will l^ a good deal less than in the
management of an airplane. This is only logical in view
of the rather radical differences in the getup, the pro-
pulsion, and the problems of control presented by the
two types.

The helicopter is designed to come down gradually
in an approximately vertical direction.. This will prove
of vital importance in "thick weather", and would make
any small free area a convenient and safe place for
landing. Just as one now starts away from the curb in
one's car, it will be possible for the pilot of a helicopter
to mount aloft or to alight within a street. This will
play an important part in adapting the flying machine
to pleasure and to commerce. To-day, an airplane can
get off the ground only after running far enough to
attain a speed of 30 or 40 miles an hour — this calls for

RUDDER nite goran no mane onkakisoe negaimasi^ry |/>

January

RUDDEP

41

a smooth stretch of something hke 1,500 feet. Similarly,
the returning heavier-than-air machine comes in contact
with the earth at a kindred speed, and it must have
plenty of room in which to check this momentum. When
alighting or leaving terra firma, an airplane, because of
its great speed of wing and lateral "tenderness", may be
careened disastrously by a gust of wind, or an unexpected
obstacle may cause an accident before the machine can
be brought to a standstill or swerve clear of it.

Owing to these requirements, aviation fields now are
pretty generally well outside of the municipal limits of
most places where the airplane is used for the trans-
portation of mail and passengers. As a result, the time
saved by the air flight is largely discounted by the sub-
sequent necessary journey overland to the objective. On
the other hand, the idea of alighting upon roof, tops is
by no means fanciful or likely to be perilous, if a heli-
copter is employed. Therefore, this type of aircraft
promises to be of especial value for operation in con-
nection with traffic between cities or between ship and
shore, or vice versa. Again, the hovering helicopter
is sure to be of the greatest aid in promoting aero-
photography, and in taking pictures from aloft as an
aid to the rapid surveying of large stretches of country
— particularly such tracts as are difficult or inaccessible
when approached on foot, etc.

The trans-continental flights, as well as aviation
performances generally during the past year, have
brought out the dangers of effecting a landing in times
of stormy or obscured atmospheric conditions. The air-
plane pilot, when aloft, is in a hazardous situation: he
must either remain high in the air or drive blindly
toward a landing place through snow, rain, or mist.
Rain, by the way, falling upon water, is said to veil the
surface so as to make it very difficult for an aviator to
determine his position in relation to it. Again, soft
ground which would nearly engulf a plunging airplane
might be quite firm enough to support a helicopter
settling upon it slowly ; or, on the other hand, the heli-
copter could be lifted out of a bad spot — in fact, it
could avoid a dangerous landing place after getting near
enough to it to discover its character. Thus, according
to our authorities, the new aircraft could "feel" its
way to a place of safety, and come to earth amid the
gloom of night in a manner peculiar to its distinctive
powers of locomotion. Landing by airplane after dark,
except where special lighting provision is made and the
groud cleared for the purpose, is something that a pilot
has every reason to dread.

Inasmuch as the inspiration for the work done was
a desire to help win the war, a good deal of considera-
tion was given to the helicopter as a military instrtmient.
As Professor Crocker points out; "The wings of an
airplane are more or less strongly silhouetted against the
sky background and can, on that account, be seen at a
considerable distance. The helicopter, on the contrary,
has no wings in the usual sense of the term, and its
narrow propeller blades move at a sufficient velocity to
make them well-nigh invisible except fairly close at hand.
The fusilage of the helicopter can be made much smaller
to serve its purpose than the like features of an airplane,
and this further helps to blend the new flying machine
into its aerial setting save at comparatively short range.
As you know, the airplane betrays its approach by its
noisy droning when afar. The helicopter, however,

TOPPAN BOATS

SAFe.-3EAWORTHY--flELiABLE

ALSO

novvittti sNirra, i«, tt, i4, is ft.

LAUt^CKCB ze #ND 30 FT.

1(t-FT. HYDROPUANE
BULLET

flPECD tQ H. HEAH 4 PT. 3- m.

ai-PT, ftiiQi^cn cm« bmu»q

DOfflVn MDWEHDEBION. WE HAVE
■ DAT«IH ardCM AND CAN MAKE
PRO M PT SHI PWCHT9.

ai?4xa cABtM RUDDcii ci-UP donr.

AY flAISINC THC SJDC ONE PLANK IT
MADE AVERV SATISFACTORy OABlN
cnulSlNa DOMY^

Write us your wants
TOPPAN BOAT CO., D«pt. B MsHford, Mass.

THM^ J^j^ME,

"SEABURY"

Has for y^ean been

The "HALL.MARK"of
NAVAL ARCHITECTURE

and

MARINE

ENGINEERING

Wky Mt hATe yov mw yadit MIt to SEABURT
desigi od tpecificatioa and add to tiM VALUE
(■ot tke cost) of yov boat

"ufraIL, 150Nas8aaSt,New York

Phone: Beekman 2804

Cable: "SEAZA." New York

BRIDGEPORT

''THE MOTOTt THAT MOTES''

Real Kerosene Motors

Non-backfiring Two-Cycle Motors up to i8 H.P.
in both the Medium-Speed and High-Speed Types.
Heavy-Duty Four-Cycle Motors from 24 to 48 H.P.

The BRIDGIIPORT MOTOR CO., Inc.

115 Kossuth Street. Bridgeport, Coaa., U. S. A.

Var god aberopa THE RUDDER nar annonsorema tillskfifvas

Digitized by

Google

4*

RUDDER

January

\

REVERSE GEARS

are furnished as standard equip-
ment on America's finest marine
motors,

Yoor new motor should be Paragon
geared, lofiiat on it.

SEND FOR aRCULAB

PARAGON GEAR WORKS

Etio* StMmping & Pbtiog Go.
Bot mi TAUNTON, MhS%

V

J

A

Copyright 1919. Rex W. Wadmas. 1bc«

HYDE

TURBINE TYPE

Propellers

SPEED-

EFnOENCY-

REUABUTY

Catalog and Prices
Free Upon Request

HYDE WINDLASS CO.
Bath. Maine, U. S. A.

'MISSOURI OIL ENGINES^

(Oil la oK«aLpar)

CHEAPEST POWER in the woHd. These enf ines will pay for
I their cost In the first year's run.

WE GUARANTEE that they will run on less than ONE gallon of
I icerosene, solar oil» or fuel oil per day of ten hours, i.e., with solar
I oil ® $.05 a gallon* a 7-H.P. engine will run all day long for
]TniRTY.nVE CENTS, or the 30-H.P. all-day run for $1.50.
I EASY t« start, CASY
I to nM. No batteries,
I wires, switches, sparic
I pliic, or aiasnetos.

NOT • coBTerted gaio-
IBAL

enfflae.

I Use eni
I all

I Yoa caa make
trip aroaad
I Ika world aad
1 never have a
I dropofeasollae
I la Tear boat.

^ S4n4 ftr kuiUHm giving MImmm Cmmma Ta Z%00 N. Iltli Slivet
m^tuU^mrHeularsmndprttts. ifllaawi mgUie VO* St. Layla, ■■•». U. •« A.^

because its propellers revolve at a much lower rate, can-
not be detected, until near by."

Undoubtedly, flying machines are going to figure ex-
tensively as mediums in maintaining communication
across water gaps, and they will be expected to arise
from and return to the decks of ships both for war and
peacetime services. Accordingly, safety when alighting
upon open waters and facility in getting clear of them
again is bound to increase in importance, because cir-
cumstances may force the aviator to settle upon the sea,
a lake, a bay, the broad reaches of a river, etc. Further,
he may be compelled to do this when the surface is
disturbed and waves are running somewhat high.

To-day, as all of us know, the seaplane is the only
type of flying machine that can drop upon the water and
rise from it again, but the biggest and most robust of
these can eflfect these operations only at much risk if
the surface is kicked up or boisterous by reason of
windy weather. Despite the fact that British naval sea-
planes were fairly rugged craft, and their wings were
fashioned as strong as the state of the art and the
materials at hand made practicable, still a very large
number of them were crippled or lost through careening
or being hit by a wave when alighting or when trying
to obtain the headway needful to lift them again into
the air. A sudden gust of wind, catching the flying
boat sidewise, not infrequently raised the wing and
buried the other in the water while the machine had
considerable motion. This wrench either snapped the
wing off or crushed it seriously, and at times actually
caused the craft to capsize.

But even if a seaplane were not hurt in coming in
contact -with the water or in getting clear of it, the
machine's great spread of wing surface aqd its weight
invite many difliculties when an aircraft of that type is
hoisted back onto a ship. Lifting is a more or less
ticklish undertaking; the wing structures are relatively
fragile; and the greatest care must be exercised to see
that the suspended seaplane is not swung against the
side of the mother vessel. This task is made still harder,
of course, if the parent ship be rolling in the open ocean.
This aspect of the problem bears directly upon the
employment of flying machines as a means of taking late
mail and valuable express parcels to a ship that may
be a hundred or more miles seaward, outward bound,
or, vice versa, hastening the delivery of like matter and,
possibly, carrying exigent passengers, to points ashore
some hours before the incoming steamer can reach her
dock.

A helicopter, under any of the circumstances just
described, because of its peculiar vertical control and
ifts power to settle or to rise as deliberately as an ele-
vator stopping at a given floor, can alight without hazard
on open waters, evert though rough, and fly away from
them by moving perpendicularly. Similarly, so we are
assured, this type of aircraft will be able to leave a ship
or return to it under conditions that would be quite out
of the question with the seaplane or an airplane. A
vessel would not have to be specially equipped with a
long take-off and landing platform, catapult, aviation
derricks, etc. — the helicopter would need only a very
moderate deck space to eflfect its departure and its return
in safety.

According to Professor Crocker: "The helicopter
has a distinctive advantage over other types of aircraft
because of its relative immunity against fire; it has no

Please mention THE RUDDER when writing to advertisers

Digitized by

Google

January

THE<«tt

PUDDER

43

spread of combustible fabric, and inflammable materials
can be entirely avoided by using only metal in its struc-
tural get-up. The propeller blades are both light and
strong. This is realized by making them hollow and
sheathing them with thin aluminum. There is no doubt
in our minds that a helicopter of a given capacity can
be built much cheaper and quicker than an airplane of
the same weight-carrying power ; and our experiments all
go to prove that the helicopter will be a speedier, far
steadier, safer, and more flexible aircraft than any other
type of heavier-than-air machine. I say heavier-than-
air machine because, logically, that is the only compar-
able type. Our. conclusions are not guesswork, but
engineering certainty based both upon general aero-
nautical loiowledge and our full-sized achievements.
Our next step is to take to the air."

But the man in the street is commonly a hard-headed,
unbelieving creature. While ready to acknowledge the
professional eminence of Messrs. Hewitt and Crocker
he reasonably asks, "Aren't they prejudiced in favor of
their own work? Aren't they over confident — other
people have tried to make the helicopter a practicable
aircraft. Has any competent outsider agreed with
them?" Happily, we can answer these pertinent queries,
and do so positively.

Dr. Hewitt has recently returned from Europe where
he discussed with some of the leading aviation authori-
ties the performances of Helicopter No. i. Among the
men in England with whom he talked the matter over
was General Sir Sefton Branker, who is an outstanding
figure in the British air service — a man that was at the
top of that department during the war, and who is now
actively engaged in adapting flying to commercial pur-
poses. The general, before committing himself to a
definite expression, laid Dr. Hewitt's facts and figures
before his staff of aeronautical engineers, and what Sir
Sefton has put down, in black and white is certainly a
convincing tribute to the labors of our scientists and,
inferentially, a confirmation of America's amazing out-
look in the realms aloft.

According to this unemotional and thoroughly matter-
of-fact British technicist, he frankly admits that Heli-
copter No. I will be able to mount right up to the cal-
culated altitude and either hover there or travel along
horizontally at the estimated speed. So far, so good, but
then Sir Sefton says„ "Can your helicopter volplane to
earth like an airplane if its engines go dead?" To this
Dr. Hewitt replies, "I have not tried it and don't yet
know." That being the case the general impliedly ex-
presses a preference for the existing order of heavier-
than-air machines; he very naturally does not like the
idea of "pancaking" when the engines stall — dropping
like a stone sheer to the earth. Neither do Dr. Hewitt
and Professor Crocker view such a contingency with
indifference; and this is th^ way the hazard will be dis-
posed of, as Dr. Hewitt explains.

As he says: "The great lifting power of the heli-
copter makes it entirely practicable to install a reserve
engine to take the place of one that might go 'dead'
aloft, and this engine can be geared in and used the
moment it is needed. A badly working engine well-nigh
always gives ample warning of its condition, and the
pilot can instantly bring into service the emergency en-
gines, by way of precaution, or this can be accomplished
automatically. Further, total disablement of the motive
plant is far less likely now than heretofore. To-day,

RKNNAN STANDARD MOTORS

Medium mnd HMvy Duty, 16 U 100- H. P.

When you buy a Brennao Motor you get a complete outfit ready
to run. The unusual size of the bearings, large valves and long stroke
insure power and dondnuous service under all conditioDS. Very eco-
Donu<'al in fuel consumption.

Our New Model B Unit Power Plant is one of the finest engines
ever produced. No expense has been spared in developing it to the
smallest detail and we honestly believe its equal does not exist. Let us
send you further details.
BRCWNAW MOTOR MANUrACTUWiNQ COMPANY. SYRACUSf. N. Y.

MEDIUM HEAVY-DUTY TYPE

•• N.P.

t-IN. STIIOKI

lC«ras«n«, Distillate or Gasotttt* Fvsl

t9^Hte U* Ycur RtfmtrtmtHts

TOE atAT k PRIOt MACmNB CO., Cm-. WIi^mt aU SMOi 81s., BartltN. Ctat.'

The Motor
that crossed
the Atlantic^

ff

0 tft 7« H.P.

SCRIPPS MOTOR CO.

632 Uncola Ave., Detroit, U. S. A.

CAPE COD SHIPBUILDING CORP.

COMMERCIAL OR PLEASURE CRAFT

op to 150 ft. length and smaller boats

of standardized design built by

CAPE COD POWER DORY CO.

OUR LEADER

20 ft. Special. The safest
little family boat built.

Will stand the ocean
waters. Motor housed in.

OTHER BOATS WE BUILD

90 ft. Cruiser. 14 ft. for Outboard Motor. 17 ft. Club Sail-
ing Dory. 16 ft. Shallow Draft Motor Boat.

10 and 12 it. Rowing SklCFs.
YARD: Waretaam. Mais. 367 Main Street. Tel. 5-«
New York Showrooms with Thomas Fleming Day. lac. 412 8th Ave.

The

Marthan Propeller

HAS NO SUPERIOR for both
speed and cruiser work

SEND FOB PARTICULARS

McTsfland Foundry & Machine Co.,
FT. • Trenton, IM. J., U. S. A.

En repondant aux annonces veuillez mentioner THE RUDDER

Digitized by

Google

44

RUDDER

January

COUSENS & PRATT

SAILMAKERS

274 SUMMER STREET BOSTON, MASS.

For Sfei hotA, work boat.

10 to 4S

Designed for marine work—

a real marine motor with all

the marine features you hare

always wanted at a moderate price. M;inufactiired and backed up by

an old established and responsible concern.

•ray Tw»^y«l«s— Recognised all over the world •■ a itandard. Ib lisesStoSh.p*

5eflf# tor taatructlve Literature
GRAY MOTOR COMPANY. 2110 Maek ATeaue. Detroit. Mich.

FATlimO

If you ^leant goo^olrottlAtf«[^ on yoor

Automobile* Launch
or Motor Boat» use a

LOBEE PUMP

Lobee Pump & Machinery Co.
17-Sl PflirioH Str«9t. Buffalo, N. Y.

"CHAMPION'^ the Pioneer for

BOAT ^1^^ LIGHTING

Qiampion*

5 -150'

It i£ HOW tjicvu i^irs iincc the ^usl XUAMPIDN" oatiii
wii metalled on m bolt. Irtiprovtd atesditf tirtr *mce. Tbey
arc complete to the last screw.

Ltt ui show fou how one woutd »uit in your boat. PltAAC
mention sire %nd cibib arriLneement,

Hector Maat4«, 316 St. Paul Stt**t, Baltimore, Md.

Does Your Boat Leak?

SEND FOR OUR BOOKLETS

"How to Make Your Boat Uakproof" and ''Marine
Glue: What to Use and How to U>e It''

Any old boat so long as tKe fTames up in fair
condition c^n be mad« watertight by fpllowmg the
instructtocf in tbe above booklets, Thii applies
to anything ttial floats, from a canoe to a yacht.

Jeffery's Marine Glue

In A|] the Varioua Gradea

For $t\t bf all Yaciil. Boat and Can<»« Supply Hataei;
Hftidwarffn Paint and Oil and Spirting GcxmI* r)«!ileii

L, W. FERDINAND & COMPANY

1S2 Kneeluid St.. BMtctnt Mut.

each cylinder of an engine is being equipped with its
own magneto, and thus an engine is really an aggregation
of independent but associated engines — to just this ex-
tent reducing the likelihood of a machine failing in its
entirety. Therefore, with the two, three, or four engines
aboard, the chances would be very remote, indeed, of the
whole driving apparatus coming to a stop."

The risk of "pancaking" with a properly equipped
helicopter of the type in question is a small one, even if
the craft should not be able to volplane — and this in-
ability has yet to be established. According to Professoi
Crocker's figures a two-engined helicopter could descend
at a safe speed with only one of its engines operating.
Thus the disablement of half of the propelling plant
would not invite disaster. Again, the helicopter so
crippled could settle to the earth gradually, and to a
large degree the pilot would be able to pick his landing
place. A volplaning airplane, on the other hand, with
its engines stalled, is in a very perilous position if forced
to alight where a considerable stretch of favorable
ground were not available. We have disquieting evidence
of this well-nigh every day in the week.

The curious layman, knowing something of how the
multiple screws of an airplane are arranged, may think
that the stalling of half of the motive power of a heli-
copter would induce an unbalancing propulsive effort,
thus tending to make steering and control a difficult if
not an impossible performance. Here is where the t)rpe
which we have been discussing differs notably from
other designs. The total driving force is exerted ver-
tically and centrally, one might say much like the up-
ward pull of an umbrella through its handle, and, there-
fore, symmetrically. For this reason, the power so ap-
plied through the two propellers, while it may vary in
magnitude, is at all times a stabilizing, steadying impulse.
That is to say, the parachute effect is a continuous one,
no matter at what speed the craft may be ascending,
descending, or moving horizontally through the air.
Because of this arrangement the helicopter will have
nothing to fear from "air holes," cross currents, gusty
winds, and those other atmospheric- circumstances that
hamper or imperil the man in an airplane.

Because the helicopter's gross lifting power is much
greater per horse-power than that of the best airplanes,
a machine of this type for a given engine installation
and fuel supply, will support more weight and carry it
farther. Therefore, the gain is an economic one that will
bear directly upon the employment of the helicopter in
commercial service. Dr. Hewitt and Professor Crocker
have in mind a still larger type than the machine already
built, which would be driven by two Liberty engines,
for instance, and be able to sustain aloft a total dead
weight of 14,000 tb ; i. e., it would have a net lift of at
least 6,000 lb in addition to the weight of the craft,
engines, two aviators, fuel, and other necessary load.

The advent of the helicopter reasonably promises to
make flying and motoring much more akin than they
have been up to the present time; and the new craft
will put us at the forefront of the art of aerial naviga-
tion. Such is another of the wonderful and berfeficent
results of our participation in the World War. Some-
thing has been wrought which will surely prove of in-
calculable value in the years to come.

The Todd Shipyards are building at the New York
plant two special fruit steamers for Phillip de Ronde.

Hagan el favor mencionar el RUDDER cuando escrivcn {^^ r^r\r^^r>

Digitized by VnOOQ IvL

January

THEfl«»

RUDDER

45

American Ships the World's Best

(Continued from page 13)

"As regards the ships that have been built by the
United States during the war/' says the paper, "Mr.
Raebum declared that Britishers generally felt that they
were inferior to those which had been turned out by the
British yards." The paper continues:

"The vessels that were built in American shipyards
during the war are generally regarded as being *punk'
ships," Mr. Raeburn said. "While it is true that there
are some very fine shipyards! now in the United States,
it would seem that the greater number of the vessels
will need frequent repairs, as they have been faultily
constructed. Operators will do well to get nine months
a year out of some of them, and the expense incurred
in keeping them seaworthy will be considerable, I am
sure."

Declaring that he does not want his remarks to be
construed as being critical or derogatory, as they are not
said in that spirit, Mr, Raeburn added:

"As to the future there is no doubt but that England
expects the United States to turn out ships that will com-
pare favorably with those built in other countries.
Mechanically the shipyards are splendid in a number of
instances and the workmen have performed laudable
feats."

Here again is the implication that while American
shipyards may do better in the future they are not now
constructing high-grade tonnage. If the British have any
evidence with which to back up this charge they have noi
presented it.

Another typical sample of the British criticism is
presented by the London correspondent of the same paper
heretofore quoted. This time it is the marine insurance
interests' point of view that purports to be given.

"I have on several occasions commented on the pecu-
liar fact," writes the correspondent, "that underwriters
have not shown too great eagerness to accept American-
built wooden ships in regard to insurance, and I have
also hinted that that policy was also showing itself in
relation to a number of the steamers which were turned
out by some of the United States shipbuilding yards.
The records of many of the wooden ships have amply
justified this attitude, and there is more than a suspicion
that many of the steamers are not all that one could wish
in view of the growing importance of the United States
mercantile marine. I met a well known shipowner the
other day who told me that on asking the master of one
of his ships why his latest passage across the Atlantic
had been so long (he was a day and a half late) said he
had lost time in looking after several American vessels
in distress!

"During the war I know that a great many United
States built vessels of all kinds were repaired at British
ports, and a good deal of astonishment was expressed by
those who were looking after or working on these jobs
at the class of work which had been turned out as
finished. The opinion was very freely expressed that
shipbuilders in the States had a good deal to learn yet.
In this connection one may point to the difficulty which
the United States Shipping Board is having with its
steamers. Accounts show that since January ist last over
$50,000,000 have been paid for the repair of steamers
built during the last four years. This will be an addi-
tional reason for the action of underwriters both here

Class P Yacht
"Hayseed IV"

Championship Winner
1919

Massachusetts Bay

Winner of CoriothiAD Mid-

»umtn«T SerkB Ctip,
Winner of CorinlhJan Yachl

Q\uh CbampioBftKip.
Wino«r of Quiacy

ChailcDge Cup.
Winner of leg otj Ltploa

Cup*

Wilson & Silsby,
Inc.

BoweV Wharf ^
BoKlon, Ma«.

SHIP
CANVAS WORK

JOHN CURTIN

CORPORATION

Rex. u. s.Tu. oa. 48 Front Street New York

Steering Gears

and MARINE FITTINGS for

POWER and SAIL YACHTS

Edson Manufacturing Co.

Established 18S9

272 Atlantic Ave., Boston, Mass.

Charles P. McClellan
YACHT SAILMAKER

Patented One-Man Boat Tops. Simplicity Sprayhoods. Cushions. Etc.
Rodman's Wharf Eatablished 189a Fall Rirar, Mass.

Si prega far menzione del RUDDER quando scrivete

Digitized by

Google

46

RUDDER

January

BRIGGS & BECKMAN

Yacht
Sailmakers

NEW BEDFORD

MASS.

Prepare for 1920

To aid Tou we are com-
piling a new catalogue of

' MARINE
SyPPUES

and equipment which will
be an innovation. We have
made an earnest effort along
novel lines and believe that
the result will be use-
ful and interesting to you.
Make application now so a
to be sure to get your copy
A»kfor Catalogue No. 625

Itwill be out about January 1st, 1920.

GEOB'CARFGlfrER ^ QX

438 No. WELLS STREET

CHICAGO. ILL.

185 Amory St.

NEGUS

140 Water St.
New York City

Trad*.

rssk«ts to rot. Ntvy Derrco Circle dial.

1 pivot sad kiffk-erade:
aad loBff lite. Bifht ■Isest t lack to 9 lack.

kardj

Rivot aad kiffk<era(
•Bff lite. Br -
Cataloff OB ffoqaetl

MmnmfmttmrMl if

SNimiAN

BIMBIIB M.

and in America who have refused to accept American
insurance."

Once more, so far as the wooden steamers are con-
cerned, it may be conceded that the comment is justified.
That the facts apply also to the steel tonnage turned out
since the passing of war conditions is borne out by no
developments that have come to public attention in this
country, and it is believed that none have transpired.

British opinion is not unanimous, however. In fact,
there are some notable exceptions to the chorus of
criticism. J. B. Isherwood, one of the foremost English
authorities on ship construction, and a man familiar with
shipbuilding conditions in both this and his own country,
is one of these exceptions.

"The output in Great Britain is far from satisfac-
tory," he says, "although certain progress was made
during the second quarter of 1919, and it behooves
British shipyard workers to look after their laurels,
as they bid fair to lose their shipbuilding supremacy,
if not, indeed, their shipowning supremacy also.

"I do not hesitate to say that the American ship-
building program is one to be regarded with great con-
cern by Britishers. No one can survey what has been
accomplished by the American shipyard workers without
admitting that they must be taken into accoimt in the
future."

Americans who have returned from abroad recently
report that they have encountered criticism of American
ships. Among them is Henry R. Sutphen, vice-president
of the Submarine Boat Corporation. "While I was in
Great Britain," he says, "I was told on several occasions
that United States shipyards were turning out vessels
of poor quality. 'Well,' I said to them, 'that is rather
strange, isn't it, considering that these ships have been
built under the inspection of your own British institu-
tion, Lloyd's Register, and that Lloyd's in each case has
given them the highest rating?' And in each instance
the answer was that it had not been understood that
Lloyd's had classed the ships, but that if the vessels had
been rated 100- A i the charges of inferiority made
against them must be baseless.

"And in this connection," adds Mr. Sutphen, "I want
to say a word about the great aid Lloyd's Register has
given to American shipbuilders. Not only have Lloyd's
officials cooperated with us in every way possible, but
they have done much to improve the quality of tonnage
turned out and have gone out of their way to point out
better methods than tiiose employed in many instances.
The thanks of the shipbuilding industry are due to
Lloyd's."

When it comes to an intimate knowledge of the
quality of the output of the entire shipbuilding industry
of a country, those best equipped to pass judgment are
the classification societies under whose supervision
passes all work from the laying of the keel to the com-
pletion of the vessel and whose O. K. is necessary for
the use of all material employed. Every ship turned out
by an American yard has undergone the constant inspec-
tion of representatives either of Lloyd's Register or the
American Bureau of Shipping. Lloyd's is a British in-
stitution, but its verdict is no less favorable to AmericaH
shipping than that of the American Bureau. Both these
institutions have passed upon hundreds of steel steamers
completed since the armistice and in no case has any
vessel failed to receive the highest possible rating.
James French is Chief Surveyor of Lloyd's Raster

Ved Henvendelser til Annoncerende bedes De refiFerere til THE RUDDER C^ r^r^r\Ac>

jitized by VnOOQ IvL

MERRIMAN BROS.

YACHT BLOCKS

Boston, IMass.

Compass Specialists
Charts
Logs '
Marine Glasses

Ml,! Be I

DEUNEOGRAPH

An instrument for working chart courses as a protractor and, with
the sights in position, used for talcing bearings in a manner similar to
a Pelorus. The dial is movable to allow for Tariations and deviations
and the hand indicates the course in both points and degrees. Outfit in-
cludes mahogany case. Will be sent on ap-
proval to any address for $7.50. Patented.
Avoid dlsaiter by «ilBf • Diri§9 compass ob
yoar boat. All oiaterials irst-class. No rabber

Avery
lewel asssro accuracy

S«aMI«. Wash.

January

RUDDER

47

in the United States and Canada and the head of thai
institution in America. He says:

"Of the number of shipyards now in existence there
are a great many in addition to the old or established
yards before the war that will continue to build vessels.
These new yards have been laid out on the most modem
lines and have the latest equipment, including overhead
cranes, to expedite production. By the improved ship-
building methods and the mechanical appliances the
shipbuilders in this country are in a position to construct
vessels of the highest quality up to the largest high-cost
passenger vessels likely to be built for many years to
cxMne, and with the lower cost of material they should
be able to compete with their foreign neighbors. Indeed,
if the trade unions in this country would take a favorable
view of the shipbuilding industry and keep within
reasonable demands the cost of vessels here should be
less than that overseas.

"The period required by American yards for the
construction of a vessel, from the date of order to com-
pletion, is less than that of other countries, primarily
due to improvements in labor-saving devices. As an
instance the firm of Skinner & Eddy recently launched
an 8,800 deadweight ton vessel in fifty-five days from the
laying of the keel and had her ready for service within
two weeks of the launching. Foreign yards would take
at least from four to six months.

"Shipbuilding in America today has reached a high
standard of construction and compares favorably with
the best work of the shipbuilders of any other nation.
The methods adopted to intensify production, principally
owing to the lack of experienced workmen at the com-
mencement of the boom has materially added to this
development and has also kept down cost. In time the
present costs will be greatly reduced, as the efficiency
and output of the workmen increases. It is very well
known that many vessels have been fabricated at bridge
works throughout the country. There is really nothing
new in the term 'fabrication', because so far back as
the inception of the New York Shipbuilding Company
at Camden, N. J., Mr. Morse, then head of that concern,
commenced operations by fabricating ships in his own
plant to a certain extent, and as time went on that
company developed the system to almost 80% of the
entire hull, the remaining portion of the hull being
templated from the ship.

"There is no reason why the modem steel steamers
built in the shipyards of the United States should not
receive the same insurance as any other vessel of their
t)rpe. Since the armistice Lloyd's Register has classed
100- A I nearly six hundred steel vessels built in this
country. This is the highest rating obtainable and the
fact that no steel steamer rated in the period mentioned
has failed to receive this class is an evidence of the high
character of American construction."

American ships are superior to those of any other
nation, declares Stevenson Taylor, president of the
American Bureau of Shipping, in a statement analyzing
the attacks upon the quality of American tonnage. He
says:

The disparaging statements concerning the efficiency of the
ships turned out by this country during the recent war are not
only uncalled for^ but unjust. When a man is drowning he is
not particularly mterested in the quality of the apparatus or
means adopted for saving him, so long as he is saved. It illy
becomes him after his safety to criticise the quality of the life
preserver or whatever apparatus was used to effect his rescue. It

THE 1920 CATALOGUE

OF

DURKEE'S HARDWARE

FOR WET PLACES

Contains 1068 pages of every-
thing the average boat owner
wants to have information
about. Send 25 cents today
to cover cost of mailing. Cata-
logues are s6nt in the order
requests are received.

CHAS.
D.

DURKEE

6c col

INC. I

MANUFACTURERS OF MARINE HARDWARE

2 South Street, New York City

Faotorltts at Grasmora, Borough of Riohmond
Now York City

New Navy
Windlass

You can heave a line — Ic! the
chain run free — orfltoplt in-
stantly. The three operations
are controlled by one heaving
lever Hafl winch head (or
rope; wildcat for chain cable.
No complicated parta. For
BXichon up to 150 lbs.

It Pays to Buy Our Kind

For 70 yctrt ^ h^* itood For ttie t>ett mnd moit ccoiioro.ic*l Mvine
Haniw«r«> Equip your boat with 4tt Fittmgi. You LI get more out
of it, and more for h when you tclL

Get This Valuable Book

"Sea Cah SusanCioni ind 5un4ici/' New,
nJufed «di4loD. TcUi how to bot ih« Ccm^
cui ; vrhil ii V<>VBf Ground Tickle: ftva
himi QD St«^a Gear, SbiJt Be«nn«ft, Knote.
rtc. Fill (he pocket (4^ i 7K IB? p*t4.
Scui oisly « tticmpt of 5Ck.

Wilcox, Crittenden & Co.

120 SMth Hak St., MiddI«towm. Cms.

Koukokoilia ni otegami onsaihidashi no saiwa dos o RUDDER nite goran no mime onkakiioe negaimasu

oogle

48

RUDDER

January

Decks Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Govornment sobmarino chasers, also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

It is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

BeautifuU rich Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

I Inquire of your dealer or

H. B. FRED. KUHLS,

65th SL and Srd Aye., Brooklyn, N. Y.

Wa arc Ihc Lmncit Marin* Paint Maflur.clarcra in ttaa WwU

WOO LS E Y'

COPPER B EST

PAINT

TOR WOODEN BOATS* BOTTOMS IN FRESH OR SALTWATER

GUARANTEED

Will AUnd for one rear if prop-
erlj applied, and keep the
bottom clPBr From miride
rrowthi. u Gr45B, Sdoti.
Bi]-atcleE» Etc.. atid prevent
boring br the deitroctive
t«redo worm .

BRtGHT RED AND 8RfGHr GRrtN

COPPER YACHT PAINT

MAKE THE SMOOTrtEST SAILING BOTTOM

WOOLSEVS SPAR VARNISH

GuaraDteed to itind under the most trjint
ctrctimataticea. asonyacht^H boata and vetieli
of any kind for either iostde or outside work,

Yecfit White Vechl mack Deck Paint

Cnfftnc Enamel Scaiti Compvund

Canoe Enamel

Lt. Sea Green and Co(>f»er Bronze Bociom Pelala

C. A. WOOLSEY PAINT
AND COLOR COMPANY

Jersey City, New Jdrtey, U, S, A<

Send /or mr '* New Marine Booklet" with C&hr
Spots and "'How to Paint a Boat* — Free,

Hg^

seems to me that most of the critics of our present fleet of ves-
sels come under the same category as the rescued man.

The dark days of the Spring of 1917 should be too fresh in
our memories to permit of wholesale criticism of the ships which
were hastily constructed in response to the wail of "Ships, ships,
and yet more ships" from our brothers across the sea, when
starvation and defeat were staring them in the face, owing to the
ravages of the vicious submarine attacks by our enemies.

New yards, untrained men by the thousands, congested mills
and railways are factors which cannot be expected to result in
an output of ships the equal of those built in yards managed by
experienced men in charge of skilled mechanics, with no particular
incentive as to speed of production. Conditions which existed
in the building yards were duplicated in the various manufactur-
ing concerns which for the first time were called upon to produce
great quantities of marine engines, boilers and auxiliaries. For
the main drive, owing to the impossibility of producing recipro-
cating engines in the great quantities demanded, it was necessary
to install large numbers of reduction gear turbines, a type of
marine propulsion which, while not entirely untried, had not
reached that stage of perfection which would induce shipbuilders
to adapt them in such wholesale quantities as was necessitated by
the emergencies of the war.

In the mad haste for the production of tonnage there were
instances where poor riveting and poor workmanship crept into
the construction of hulls ; some of the new types of engines may
have to be replaced by more reliable types; but the number of
these instances is small, when compared with the total output.
Hull defects have mostly been remedied as the necessities arose,
and defective engines can and will be replaced without a grr^at
deal of cost in comparison to the total expenditures. These con-
ditions can be charged directly to the emergencies of the war, and
we are extremely fortunate to have escaped with so few defects.
As to the wooden ship program, it must be understood that
this was undertaken at a time when it appeared to be impossible
to get sufficient steel for the requirements of the hour. Under
the conditions of inexperienced builders, untrained men, insuf-
ficient seasoned lumber and other handicaps it is remarkable that
we obtained as good results as followed. Under normal condi-
tions no one will contend that wood ships are as efficient as
steel ships for general ocean traffic, but such wood ships as were
constructed under the emergency have served their purpose well,
and so far as the general limitations on wood ships are concerned,
these ships are good. *

Another element which has tended to a large extent in in-
ducing this propaganda against the quality of all our ships is
the matter of crews which operated them. Here, as in the build-
ing, it was necessary to utilize unskilled men, both as officers and
seamen. Many of the defects which developed in the operation
of the machinery, and which have been charged to deficient parts
of the propelling agencies, have been directly due to improper and
unskilled care and management.

As soon as the armistice was signed the feverish haste of
construction stopped, and the quality of output immediately im-
proved. As by far the greater amount of our tonnage has been
completed and delivered under conditions which did not demand
such haste, and as the skill of the builders has steadily increased
after that date, I have no hesitation to state that with the de-
fects already remedied on the ships as first constructed, our
entire fleet is composed of as good ships as those possessed by
any other nation.

In my opinion we emerge from the war with a fleet of mer-
chant vessels superior to those of any other nation, for owing
to our long-neglected seagoing merchant marine in pre-war
years, we have but an infinitesimal number of old ships to lower
the average of the efficiency of our present enormous tonnage.

Stael Veiflels OUeeed by the American BnreM of Shipping Dnrluff

tht Ptrlod NoT«m1>«r 11, 1018, to Doeembor 8, 1019, Inc.

No. Vet. Month Groat Tonnage Net Tonnage

0 November 11 to 80, 1918 48.804 81,558

8 December, 1918 27.390 20,474

12 Januarx, 1919 59,408 40,598

1 Pebmarj, 1919 4.823 8,660

55 March, 1919 204.880 184,270

47 April, 1910 226,548 147,077

25 Ma7, 1919 116,218 75,877

48 June, 1919 227,096 164,446

55 Jul7, 1919 251.018 167.287

47 August. 1919 226.533 146.722

48 September, 1919 235.071 154,110

78 October. 1919 871.826 244.286

41 November, 1919 191.036 123.601

14 December 1 to 8, 1910. inc.. 78,850 40,998

481 ToUIt 3,264,868 1,404.480

Var god aberopa THE RUDDER nar annonsorerna tillskiifvas

Digitized by

Google

January

THE^

RUDDER

49

Here, then, at first hand from both British and Ameri-
can authorities, are the facts as to the quality of Ameri-
can tonnage. American ships have nothing to fear in
competition with British — the fear is on the other side.
American shipbuilding on an expanded scale has passed
the stage of experiment and is here to stay. No better
evidence of this could be furnished than the recent
report of the Atlantic Coast Shipbuilders' Association
that whether the Government goes on building ships or
not, the shipyards will continue constructing them.
Already contracts for private account aggregating nearly
a million gross tons are in hand and in some instances
the yards have work assured for two years to come.
That practicaly nothing is building for foreign account
need cause no concern. The remedying of the exchange
situation will right that condition by removing the handi-
cap of 20% increase in cost caused by the present posi-
tion of the American dollar in relation to the currencies
of other countries. On a par basis American tonnage
prices are only slightly above British and costs abroad
are increasing. In addition American shipyards have
the advantage of quantity production and speed output.
Only the labor factor remains and there are signs that
that is banning to readjust itself.

45-Foot Shoal Draught Houseboat

(Continued from page 29)

lockers, and also a four-hole Shipmate stove, with water
back. At the forward end is a very large refrigerator
holding about 300 lb of ice, thoroughly ventilated and
drained, carrying the provisions on tin wire shelves.

On the starboard side is a transom berth with lockers
under, and a pipe berth over, so that two men could be
carried if required. There is a toilet for the crew, and
the usual outfit of lockers, for their convenience.

The engine is at the after end of this compartment,
and is accessible throughout. The switchboard is on
the after bulkhead, and the work bench and tool lockers
on the starboard side.

A point of interest is the arrangement of sight oiler
for oiling the propellers of the bearing shaft, insuring
proper lubrication imder all circumstances. The supply
of fuel for the engine is carried in two tanks, located
under the deck seats, on deck, with a capacity of 200
gallons. Shut-off valves are fitted to these tanks on
deck, making a very safe installation andj also insuring
a good flow to the carburetor. The water tanks are
carried under the after deck, and are two in number,
with a capacity of 150 gallons. With this large capacity
of fuel, water and ice, the boat is enabled to take long
cruises without difficulty, making her a very valuable
type for trips among the Florida Keys and the West
India Islands.

The general dimensions are:

Length 45 feet o inches

Breadth 14 " o "

Draught 2 " 6 "

The destroyer Ausburn was launched from the
Squantum Plant of the Bethlehem Shipbuilding Corpora-
tion on December i8th. The vessel is named for Elec-
trician Ausburn, who lost his life on the transport
Antilles when he stuck to the ship sending out calls for
help after it had been torpedoed.

Smith's Spar Coating

Th« most perfect fiaisb tor ipars. deck hoaie*. decki and all work espoied to
excesfive cbangei in weather and temperature. It is pale, bas good body and
is easy working, brilliant and most durable.

VARNISH MAKERS FOR 93 YBARS

EDWARD SMITH & CO.
WMt Avonu*, ttli m4 7lli Sto., LMg Islaad Oily. N. V.

P. O. ■•■ 17M, N«w V«rli Olty
W*sl«rB Branch, t0«t-t0t4 toiHli M«ii|MI 9tr—U Okleag*

THE PAINT you have used so lone, always reliable when properly applied

go years the leader.

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents boring ol
worms, and all marine growth.

RacingCompound,«°"'b'S2Sfj:§'iS',Sr^
Laczone,

Priming coat A.

riniAing coat B.

for bottoms of IRON and STEEL Vessels of every

description, to prevent corrosion and all Marine growth.

THE GREAT SPEED INCREASER.

Forsale everywhere. THEY EXCEL ON EVERY POINT

8 Highest Medals. IMaiMfffacliired only by TARR & VITONSON, LMtedL

Gold. Silver & Bronze. Beware of Imitations. GLOUCCSTCR. Mass.* U. S. A.

Tr|-#'r^f*r|r|-f>||^f«|r|] a handy pocket edition, ibowins afewways in
•■••"•*'^*- MS.a,yM.VILX€U. ^hich the International Code 0^2 r* PC/-
Gl^ncalo '• "»«<». viih •" the Code Flags In Colors and JrlCC^JC
l31^|jL<tJ.J their roeanine. The Rudder Pub. Co.. 9 Murray St.. N.Y. City

»

"New Jersey
Copper Paint

_^ THC BfST AND MOST USED (SPECIAL RED)

Yacht Copper and

Green Copper

for Yachts

YACHT WHITE AND YACHT BLACK

NEW JERSEY PAINT WORKS
HARRY LOUDERBOUGH, Inc.

JERSEY CITV, NEW JERSCV, U.S.A.

IRheumatisMakdGoutI

PROMPTLY RELIEVED 8Y^

BLAIR'S
PILLS ^.

GREAT ENGLISH ^p/
REMEDY.

■SAFE & EFFECTIVE 50 lc$M

DRUGGiars.

Please mention TH£ RUDD £R when writing to advertisers

Digitized by

Google

so

RUDDER

January

THE J. H. CUBTISS CO.

2 SOUTH STREET, NEW YORK

Marine Water Closets

r Yacht Pump
Closet

Very Htftbest Develop-
ment of Mirine Witer
Ctoaetia for tse itovc or
b«L<iw water line. 4-iach
cylmdtT, dJicharKcs con.
tent! it third stroke, suil-
■bk lor heavy work or
OTiVfier'a room. Will out-
wear any other cloflet; Che
tear makes it verj eaiy*
workinff.

GURTISS IMPROVED MOTOR
BOAT CLOSET

Dimensions: 18x18x11 in.
high to top of bowl; 2^ in.
cylinder. For above or
below water line.

The best little close ton
the market today, pog^sess^
ing many of the ad van-
taees of the large size toilet.
All brats and porcelain.
Oak teat and cover.

All prices subject to
market advances, which
are continually changing k

Price $30

n», 1

American-Built

Sextants

Since 1872 we have built Sextants and inttniments of precision.

Quantity production enables us to oflfer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

8«ud ftr BookUt 8 (4 StjUs: 7j^* and 6* Navigational Mat* and Motar Boat)

Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO Reach Cub Showroom and Factory— 20 minutes' ride: Take the
Lezincton Avenue train at Brooklyn Bridce entrance, New York side, get out at
Reld AveniM Statloa, Brooklyn, walk East % block. Plione Bushwick2427

John Bibs & Co. HAWUTIOHAL

IHSTRIMENTS

128 PRONT STREET
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Shop. Foot of 35th Street
Brooklyn. N. Y.
Tel. ag4g Seuth Breehlyn

New York Office

44 Whitehall Street
■•wlino ttreen a«SO N. Y.

The Fabricated Lifeboat

(Continued from page 81)

view, the Fabri Boat Company has acquired the designs,
plans, templates, tools, etc., of the Johnson Engine Com-
pany, and of H. Alexander Johnson, together with the
material left over from the contract with the Pennsyl-
vania Iron Works Company, whose plant was used,
under a partnership agreement, in the construction to
date.

Before the Johnson Fabricated Life Boat came into
existence the total output of all the shops building life-
boats in the United States was less than 2,000 a year.
This was due in part to the fact that it was generally
a family job and the amount of capital invested in the
business was small. The greatest factor, however, was
the fact that all work was done by hand, from shaping
the forty-eight or more plates to the driving and punch-
ing of over 15,000 rivets. To construct one boat
required, in manual labor, from 250 to 300 man hours.
This condition had not changed for thirty years, or
since metallic lifeboats have come in use. On the other
hand, the Johnson Fabricated Lifeboat requires but 68
man hours. This is due to its standardization and pro-
cess of manufacture. (Patents applied for.)

Mr. Johnson's design is for a ship's lifeboat of
usual type, but arranged structurally to facilitate rapid
manufacturing in large quantities. The plating is in six
sections, three on each side, the end sections being 10
feet long and the middle sections 4 feet long, in the
24- foot boat, and 6 feet long in the 26- foot boat. As
the breadth and depth of the 24 and 26- foot boats arc
the same, the end sections can be the same on all size
boats, the only parts changing being the length of the
middle sections. With the material costs being the same,
it is evident that the labor saving — an average of nearly
200 hours at 85 cents per hour — results in decided
economies.

A 26- foot boat with full equipment as required by
law normally retails for $800. The Fabri Boat Company
is, however, signing contracts on a one to three-year
basis for the lifeboat requirements of American and
foreign shipyards, at a flat price for the different size
boats, which is 30% cheaper than any existing quotation,
or, for that matter, any quotation even before the war.
But even more important, to a great many shipbuilders,
than this exceptionally low price is the fact that the
Fabri Boat Company is in a position to deliver the
goods on time, a thing which builders of lifeboats imder
the old methods cannot guarantee.

In actual tests of the Johnson Fabricated Lifeboat,
conducted by the United States Shipping Board and the
United States Steamboat Inspection Service, the 26-foot
boat carried 65 men and showed 22 inches freeboard;
hung up by the ends it carried 10,280 tb of rivets on
the keel without showing strain, whereas an old-style
boat made of the same material broke under 5,200 lb.

The Vice-President and General Manager of the
company is H. Alexander Johnson ; a man who has spent
thirty years of his life in building, designing and operat-
ing ships and engines, and who eighteen years ago
founded the Johnson Engine Company, which has built
some of the most successful boats and engines in the
country.

The New York office of Fabri Boat Company, Inc.,
is in the Longacre Building, 42d Street:> ^

Google

En repondant aux annonces veuillez mentioner THE RUDDE^ized by

January

ThEfl«»

RUDDER

51

M

WORLD RENOWNED-^ DAY-HIGH GRADE

ASK ANY
USER

^^=*BEST IN THE WORLD — ^all others are comparative

iBoarand Hall HwffI

Mantel j^a^ni^S' } Clocks, Ship's Bell Clocks, Auto Clocks. &c.

For Use on Steamships, Vessels, &c., &c, and
Suitable for Finest Residences, Yachts, Qubs, Automobiles, Motor Boats and

For Qeneral Presentation Purposes

9^rOn saU by Highest Clfiss^ Jewelers and Nautical Instrument Dealers in Largest Cities
Dealers In smaller cidee, not cairytng theee floe clock* In stock, can acU many from catalog

VJielsea Clock I^O. mcbGnri^aocte 10 state St., Boston, Mass*

Many Yachts and Clnb mrm asmg the •CHELSEA- Antomatic Ship's Bell Clock,
operating on a special SV» Inch Bell . . UNIQUE and NAUTICAL.

Etlablished
1897

SALES AND CHARTERS

There has been a great deal of activity recently in yachting
circles. Many sales and charters have taken place. This is
particularly true of yachts for use in Florida, and there will
be more and larger yachts in commission in Florida waters this
Winter than ever before. Next Summer, there also will, without
question, be a great demand for yachts, as a great deal of in-
terest has already been shown in the races which are to take place
next season for America's Cup.

Messrs. Tams, Lemoine & Crane report the following trans-
actions recently made through their office:

The 250-foot steam yacht Noma, which was built from
Messrs. Tams, Lemoine & Crane's designs several years ago
for the late W. B. Leads, has been sold by that firm for Vincent
Astor to Rodman Wanamaker. The Noma is now in South
Brooklyn, being thoroughly overhauled, after her two years of
war service. She bears the distinction of being one of the few
American yachts which are entitled to wear a star on their
stacks for having sunk a German submarine. The Noma will
be in commission early next season, after the extensive altera-
tions and improvements which are now being made to her
under Messrs. Tams, Lemoine & Crane's supervision, have been
completed.

The houseboat Gadfly has been chartered to a well-known
yachtsman. The Gadfly will be in southern waters this yeai.
She is owned by R. K. Cassatt of Philadelphia.

The houseboat RuflFhouse has also been chartered for use
in Florida waters.

The Altamaha has been chartered to a prominent yachtsman
for a portion of the season and will be at Miami.

The shallow draft houseboat Weona II has been chartered
to Charles A. Schieran.

The power yacht Degrasse has been chartered for Johnston
L. Redmond to Commander J. K. L. Ross. Commander Ross,
on the completion of this charter, had Messrs Tams, Lemoine &
Crane design for him a fast motor yacht for next season's use.

The power yacht Get There was sold for Frederick A.
Richards to Dr. John A. Harriss.

The 125-foot power houseboat Palisades was sold for G. W.
Perkins to Van Lear Black of Baltimore, Md. The Palisades
was rebuilt and re-engined under the supervision of Messrs.
Tams, Lemoine & Crane.

The 150-foot steam yacht Kasha was sold for the estate of
Geo. H. Macy to a prominent yachtsman.

The power yacht Rambler II was sold for W. D. Ellis to
V. Everitt Macy.

The sloop yacht Pontiac was sold for Henry Carson, Jr., to
Mrs. J. M. Forbes.

The 125-foot houseboat Palisades, one of the largest of the
shallow draft houseboats, suitable for use in Florida, has been
chartered for the entire Winter season for Van Lear Black
to Rodman Wanamaker. The Palisades will leave Baltimore in
a few days for Jacksonville, Fla., with headquarters at Miami
and Palm Beach this Winter.

The 90-foot power yacht Freelance was sold for A. C.
Thompson to Ogden Reid. The Freelance has been re-named
Porpoise.

The 90- foot power yacht Greyling was sold for Charles
Schedel to the Hinckley-Stevens Company. The Greyling was
built from Messrs. Tams, Lemoine & Crane's designs for C. H.
K. Billings.

The sloop yacht Neith was chartered for B. R. Stoddard to
E. D. Morgan.

The power yacht Gleam was sold for the Consolidated Ship-
building Corporation to Mrs. J. M. Forbes.

The steam yacht Elsa II was chartered for the estate of
Harriet L. Curry to a prominent Boston yachtswoman.

The 100- foot power yacht Indian was chartered for Joseph
Van Vleck, Jr., to R. T. Crane, Jr.

The power yacht Kalmia was chartered for O. C. Grinnell,
Jr., to Henry T. Sloane.

The loo-foot power yacht Kestrel was chartered for D. H.
Friedman to a prominent New Yofk yachtsman.

The houseboat Murelett was chartered for the season for
J. A. Nicholson to Mrs. George Lauder. Jr.

The houseboat Day Dream was chartered for J. W. Min-
turn to J. Steward Barney.

The houseboat Weona was chartered for W. J. Henry to a
New York yachtsman for use in Florida.

The houseboat Murelett was chartered for J. A. Nicholson
to J. W. Minturn. The Murelett is now in southern waters.

The houseboat Altamaha was chartered for McCoy Brothers
to F. C. Havemeyer.

The houseboat Murelett was chartered for J. A. Nicholson

(Continued on page 53)

Hagan el favor mencionar el RUDDER cuando escriven

Digitized by

Google

52

MIDDEP

January

SEABURY & dcZAPRA, Inc. ^ 150 Namu St, New York

CONSULTING NAVAL ARCHITECTS AND »%rw a^««w«»w m^^my a^^vv a va am

CONSULTING NAVAL ARCHITECTS AND
MARINE ENGINEERS - - VESSEL BROKERS

phone: BECKMAN 2804 cable: "SEAZA.** new YORK

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

JOHN G. ALDEN

Tack Broker and
NbtbI Arcliitect

114SlAtoStr««t
BoHon* Mam.
Tttl«pboB*,Maia3141

Phone SM7Tesant 79J9

A. H. Srenzinger

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

Plant, Specifications and Estimatet Furnithed

For Alt Typea of Veaaeli

41 Union Square New York

TNOMAS D. BOWBB, M.B.

naval architect and bnginbbr yacht and vbssbl brokbr

Ofices. Lafayette Balldlae Cheitnat aed Fifth Streeta

Bell Fhoee FNILAOKLFNIA, FA. Cable I

r . ..

/I\r-. - '^

/ l\h :

ftVn • 1 J)g-n>^^W

m/^^

iv. v^ L/ ■ ■ y 1

NAVAL

frbdbric b. nook I

ARCHITECT AND YACHT BUILDER 1

BABT «IIBBNWI0N. R. I. Oakl« NIMB ^

WILLIAM GARDNER & CO.
NiYil Aichiticts, Engineen, Yackt & Vessel Bnken

YBclito» Launches and Vessds of All Klmb

No. 1 BROADWAY, NEW YORK

TdcphoM 3585 Rector

J. MURRAY WATTS CabU Add. Mamat •

Naval Architect and Cnsincer Yacht and Veaacl Broker

1 36 South fourth Street Philadelphia, Pa.

FREDERICK K. LORD

NAVAL ARCHITECT

Deaigner of Sail and Motor Boata

' T<L 48M RMior ISO BROADWAY, NEW YORK

Modem Model Yachts

Sailing and Power

Blue prints to work from.
Sawea to shape hulls to work on.

Lead Keek cast. Sails made.
Hottow and solid Spars. Fittingi.
Send for circular

Wm. RICHARDS Si?3M^*l£^'S^

Desiffning and Building
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyright 1919. Rex W. Wadmaa, lac.

Place Your Order Now

rOR THE NEW BOAT-YOUR INVESTMENT
WILL BE SMALL COMPARED WITH OURS, TILL
BOAT IS READY EOR SHIPMENT. LETS
CO-OPERATE

•KANIATKLIS BOAT « OANOI OO.
SkMMatoles. N. V.

MARINE MODELS

Pattern Making, Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LAFAYCTTC STRCCT, N. Y., U. S. A.

Naval Architects, C CiW §L CT F%/ F N Q ^* WilHam SL, New YoA

Engineers, Yacht Broicers V^v/A Ok 3ll-VLi^i3 tclcphoncs: i37s-i376

Compute particulars, pUms and photographs promptly submitted on recHpt of inqmrf. Siaie your requiremeuU.

Large list of yachts of all types for sale or charter.

81 prega far menaione del RUDDER quando scrirete

Digitized by '

Google

January

THEe«ft

RUDDER

53

[ WJH jam H. Griffin "^r^"' Yacht Sailmakcr ]
[ J. W. Lathrop Co. '"^£;^."j gasolene Engines ]

(Gontinned from page 51)
to J. W. Dilworth. The Murelett has also been chartered for
use by J. H. McCullough in Florida, for the latter part of
the season.

The power yacht Kalmia was chartered for Henry T. Sloanc
to E. F. Sanderson.

The power yacht Arroya has been sold for A. M. Hunting-
ton to A. C. Buscher.

The power yacht Glad was sold for D. D. Cooke to a well-
known yachtsman.

The power yacht Florence M. was sold for A. R. Marquis
to S. A. Armstrong.

The yacht Claire was sold for B. C. Pfeiffer to C. W. Drew.

The well-known racing schooner yacht Virginia was sold
for L. F. Crowfoot to H. G. S. Noble. The Virginia will be a
welcome addition to racing on the Long Island Sound next
season. She has been in eastern waters for the past two or three
years.

The 70-foot schooner yacht Simitar has been sold for Miss
E. M. Sinclair to F. F. Carey, and will be raced in Long Island
Sound this coming season. It will be remembered that Mr.
Carey used to own and race the schooner yacht Cygnet, previous
seasons.

The Yankee has been sold for A. G. Bean to R. F. Chambers.

The power yacht M?irion was sold for J. A. Nicholson to
a prominent New York yachtsman.

The power yacht Carmina was sold for the Consolid-^ted
Shipbuilding Corporation to Van Lear Black.

The yacht Loiterer has been sold for the same company to
a Baltimore yachtsman.

TTie 50-foot power yacht Caprice was sold for C. A. Colman
to a New York yachtsman.

This firm's designing department is very busy, having on
their board several large yachts for various clients, as well as
a great deal of commercial work. During the war some sixty
steamers of various sizes were built from Tams, Lemoine &
Crane's designs in Canada, Pacific Coast, Gulf and Atlantic
Coast shipyards, for French, Norwegian, British and American
owners.

A particularly interesting boat, whose designs are now being
completed, is a 140-foot twin-screw Diesel-engined yacht.
* * *

A TEN-FOOT DINK
To increase the interest among yacht club members a com-
mittee of Larchmont Y. C. and several other clubs on Long
Island Sound have commissioned C. D. Mower to design a
simple TO-foot boat. Up to date fifty orders have been placed
by some of the foremost yachtsmen in the country. The com-
plete boat when built in numbers will cost $125.

In designing the boat Mr. Mower had in mind a form that
would be useful as a tender for a power boat or sailing yacht
and so constructed it could be hauled out on a beach with least
possible effort or damage.

To yachtsmen interested in a class or a boat of this type
C. D. Mower of 347 Madison Ave., New York City, will be
pleased to send quotations.

* * *

NILSON YACHT BUILDING COMPANY
The Nilson Yacht Building Company, Inc., of Baltimore,
Md., have extended their plant. They will have three marine
railways, and a modern machine shop is now being erected
on the property. Mr. L. J. Nilson is the general manager and
will be pleased to hear from his many friends.

* * *

NEW BALTIMORE AGENCY
The Frisbie Motor Company has recently completed arrange-
ments whereby it will be represented throughout the entire State
of Maryland by Unger & Mahon, Inc., with show rooms at the
corner of Pratt and Gay Streets, Baltimore.

This move has been made in the interest of Frisbie owners,
as the concern of Unger & Mahon is in a very good position
to take care of all repair requirements that may arise, operat-
ing a marine railway service at the foot of Light Street.

The Frisbie Motor Company would like to have all owners
of its motors who are located anywhere in Maryland call on
the new Baltimore distributors and become acquainted with
them.

* * ♦

NEW FOUNDRY

Fairbanks, Morse & Co. will start the erection in Beloit
next year of the most modern foundry in the world.

This great structure will, when completed, be 900 feet long,
550 feet wide, and will contain 495,000 square feet of floor space.
This structure, including storage of flasks, iron, sand, etc., which
will also be under the roof, will cover eleven acres of ground.
It will be located directly to the north of the present power
house, bordering the River Road.

The completed structure will have an ultimate capacity of
350 to 400 tons of grey iron daily.

This big foundry will eventually employ 1,500 additional
men; and 1,500 more men will be required in other departments
of the factory to meet the increased production that will result.
This means an addition of 3,000 wgrkmen for the great plant
on the hill, an increase of 75% in its industrial army. Fair-
banks, Morse & Co. alone will then employ 7,000 men.

Many months have been spent in planning this enterprise
(Continned on page 55)

Ved Henvendelser til Annoncerende bedes De reffercrc til THE RUDDER

Digitized by

Google

54

THE««ft

RUDDER

January

Books for t Mtrtictl Library

ADVANCE IN PRICES— Owins to Ihe increased cost of paper, printins and bind.
inSf we areobiised to advance all oyr new editions of former $1 books to $1 .25

BOAT HANDLING, ETC.
RuDDSs On Sbriis —

On Flags. Their Orisin and Uie. By A. F. Aldridge $o.ss

On Navigation Simplified. Br McAithur i.JS

HandT Jack Book of Navigation Tablet pnper .75

On S^hts. By Sheppard i-oo

On Yacht Sailing 5©

On Yacht Etiquette. By Patterson 1.00

Southward in the Roamcr. By U. C Roome 1.00

Art and Science of Sailmaking. By S. B. Sadler 6.00

Awnings and Tents, Constrirction and Design. By Ernest Chandler $,00

Boat-Building and Boating. By Beard i.3s

Boating Book for Boys i>5o

Book of the Motor Boat. By Verrill las

Book of the Sail Boat. By Verrill i-^S

British and Colonial Flags 60

Handbook of American Yacht RacingRnles a.oo

The Helmsman's Handbook. By B. HeckaUlI Smith 4.00

Kedge Anchor. By Patterson 1.00

Knots and Splices. By Capt. Jutsum 7S

Knots, Splices and Rope Work. By B. Verrill 1.00

Knota. By A. F. Aldridge 1.00

Know Your Own Ship 3*oo

Masting and KigRing. By Robert Kipping i.J5

Motor Boats, Construction and Operation i.so

Practfeal Boat Sailing. By Fraxar «.. i.oo

Racing Schedule Sheets 10

Sailing. By Knight 7$

Sailing Ships and Their Story. By E. Keble Chatterton s.so

Sails and Sailmaldng i.sS

Small Boat Sailing. By Knight fs.ss; by mail s.co

Small Yacht ByTL A, Boardman. . ... ......... . .$j.so: by m^ s.63

The Landsman. By Endgn L. Edson Raff, ist Bat Nav. Mil., N. Y. .so

Yachtsman's Guide 1919 $1.00; by mail i.ss

Yacht Sails. By PMteraon i.oo

SEAMANSHIP

Fy>re4nd-Aft SeaaaatUp So

Merchant Marine Manual >*oo

Modem Seamanship. By Knight $3.00; by mail 3.S5

Notes on Stowage. C H. HUlcoat 3-7S

Practical Seamanship. Todd ft Whall 10.00

Reed's Seamanship 3*oo

Seamanship. By Donne i.«$

Tail's New SeaoMiishipi stb Edition «. 300

SIGNALUNG
International Signala— A Pew Ways to Use the Code.

•Z? *9

Nautical TelegraplL Code. By D. H.

_ Bernard.

Night Signals' of World's

Signal Card

SignalUnff— Intematioaal Code Sisnals
Signal Reminder. By D. H. Bernard..

I.S5
I.SS

.75

1.00

•SO

BOATBUILDING

RVDDBB How TO SlBIM—

How to Build and Rig a Cruising Yawl

How to Build an iS-Poot Racing Cat

How to Build a Flattie or Sharpie ^ ••••••

How to Bolld an Ice-Yacht— with Building Plana of a Scooter

How to Build a Knodmboot

How to Build a Model Yacht

How to Build a Motor Lamwh • • • • •

How to Build a Racer for $30 |»pcr 790; Cloth

How to Bnlld a Rowboat

HowtoBttUdaSUpIn^

How to Build a Small CrvWag Ptower Boat

How to Build a Speed Launch lt "^ "^' "a: * " *

How to Build a 3a-Poot Cmlalag Launch. By H. L. Sfcenc.

How to Build V-Bottom Boats

How to Build a Viper

How to Design and Construct a Power Boat

How to Design a Yacht By C G. Davis.

How to Run a Boat Shop. By Desmond ....................

How to Run and Install a Gasolene Engine. By C Von Colin.
How Sails Are Made and Handled. By C G. Davia

Boatbuilders' bstimating raas

Boat Building and Boating. By Beard

Boating Book for Boys ..j......

Motor Boats. Conatraetion and Opoimtion............... ;.......

Steel Shipbuilders' Hsndbook An Encyclopedia. By C W. Cook

GAS ENGINES
Diesel Enginoi. Marine and Stationary. By A. H. Goldlagham..

nes, J
f Gas

Elements of Gas Engine Design

Gaa Engine HandboolL By Roberta, ytb
Gaa Eaglnea. By UeckiaMt ...........

Gaa Engine. By

Gas, Gaaolene and Oil Enginea. By __,

How to Run and Install a Gaaolene Englno.
Marine Gas Engines. By Claric..

Motor Boats, Construction and Operation

D. HIsooK....
By Von Culln.

OQ Engines. By A. H. Goldlagham

Questions and Answers from the Gas Eagfaio

Resistance of Ships and Screw Propnlaloa.. ,.

Valves and Valve Gears for Gaaolene, Gaa and

Gaa
Pkrt

on _

I, $s.so; Fsrt U,

1.00

1.00

1.SS

.75

.75

i.<S

.50

1.00

t.»s

.73

1.00
1.00

I.SS

S.00

S.00

I.SS

«<S

s.00
1.J5
1.35
i.SO
i.SO
I.SO

3.00

.75
S.00

3.00
.ss

s.00
i.as
S.SO
I.SO

M.9$

DESIGNS
RuDDBB What To Builp Saaiia —

Cabin Plan Book Ii.oo Racer Book ...

Cpit Book pnpcr .50 Schooner Book

Power Cruiser Book i.oo Yawl Book ....

fi.oo
I.SS

.73

.73

5.00

2.2s
j.oo

s-as

s.00
6.00
IS'OO
6.00

IJ.OO

7.30

ICE-BOATS
How to Build an Ice- Yacht— with Building Plana of a Scooter....

YACHT AND NAVAL ARCHITECTURE

Naval Architecture Simplified. By Chaa. Desmond

A Text Book of Laying Off. By Atwood and Cooper

Elemenu of Yacht Deiign. By N. L. Skene

Handbook of Ship Calcuuttiont, Constructibn and Operation

Laying Down and Taking Off. By Desmond.

Machinery's Handbook

Manual of Yacht and Boat Sailing and Yacht Architecture. Kemp

Naval Architecu' Pocket Book. By MacKrow

Naval Architecture. A Manual of Laying-Off. By Watson

Naval Architectuie. By Peabody

Naval Constructor. By Simpson

Practical Shipbuilding. By A. C Holma. 3d Edition

Practical Shipfitting. B7 Shl-Dk

Practical Ship Production. Bv Carmichael

Speed and Power of Shipa. a Vola. By Taylor

Tables for Constructing Ships' Unas. By Hogg

The Power Bost, lU Construction and Deaign. By Schock

Theoretical Naval Architecture. By Atwood

Wooden Shipbuilding. By Desmond

ELECTRICAL

Dry Batteries. By a Dry Battery Eipert

Electrical Circuiu and Discrams. By N. H. Schneider

Electric Wiring, Disgrams and Swhchboarda. By Newton Harriaon

Electric Bells and Alarms •«.

Induction Coils. By P. Marshall

Modern Primary Batteries

Practical Electrlca

Small Accumulators. By Marshall

Study of Electricity. By Schneider

MODEL YACHTS

How to Build a Model Yacht

Building Model Boats. By P. N. Haaluck

Machinery for Model Steamers. . . . .' ,

Model Engines and Small Boata. By Hopkins

Model Sailing Yachta. By Marshall

MARINE ENGINEERING

Calculus for Engineers. By Tjirkman

Elements of Mecnanlsm. Bv Schwamb

New Marine Engineers' Guide

Marine Propellers. By Bamaby

Marine Steam Turbine. By J, W. Sothem. 3d

Manual of Marine Engineering. By Sea ton. . .

Mechanfes' and Engineers' Podcetbook. By Charles H. Haawall.. 4.00
Practical Marine Englneerlnf. By Capt C W. Dyson, U. S. N.. 6.00

3f"o
7.30

3. SO
10.00

.35

.3S
I.SO
.3S
.35
.35
.35
.33
.35

I.»S

.73

.35

I.SS

.73

S.SO

5tOO

1^

13.00

10.00

1.00

NAVIGATION

Navigation Simplified. By McArthur.

American Practical Navi^tor. Bowdltoh tM**Sl

By Hastinf .

ition.

.s Vols.

American Nautical Almanac c
Navigation — A Short Course.
Navigation. By G. L. Ht
Modem Navigatkm. Bv I.
Self Instructor in Navigatkm.
Simple Rules and Problems in Navi
Elements of Navigation. By Hen

Epitome of Navlnatlon. By Norie

Navigation. By Jacoby • • l

Navigators' Pocket Book. By Cant Howard Patterson

Practical Aid to the Navlntor. By Stnrdj

Wrinkles in Practical Navigation. By Lecky

Book of SIgfate Taken la Actual Practtoe at Sea

Brown's Ster Atlas

Deviation and Devlaseope

Manual on Rules of the Road at Son

Pocket Course Book Chesapeake Bay

Pocket Course Book Long Island Sound

Pocket Course Book New England Waters

Pocket Course Book Ptortkind to Halifax

Pocket Course Book Race Rock to Boston light

PuoaLsr's.—

Dead Reckoning

Latitude by Meridian Altitude

Learners' Compass Card

Guide to the Xocal Inspectors' Examination — Ocean Going
— Steam and Sail

New York Pilot and Guide to the Local Inspectors' Ex-
aminatlon

Log Book

Multiplication Table

Seaman's Receipt Book

Tides

Handy Tack Book of Navlgatioa Tables IMper

Ex-Meridian, Altitude, Asbnuth and Star Finding Tables

Tsbles for Correetltig the Observed Altitude, etc. By S. Anfladsea

THE RUDDER

Single Copies, ssc; Monthly, a Year

Bound Volumes: 1910, 191 1, 1916, 1917, 1918

Covers for Binding

Prices Subject to Change.

I.SS

••SO
.3«
.73

I.SS
.73

3.00

5.00

I S.00

JJIS

s.00

s.00

5.00

1.00

s.00

s.00

S^'S

.ss

.SS

.»S

.ss

.ss

J.J5
J.S5

.85

2,2$
S.S5

a.a5

1.15
.35

j.as
•7S

3.IS

I.oo

4.00
I.SS

ABOVB PRICBS INCLUDB DBLIVBRY ONLY WITHIN THB UNITBD 8TATB8. PUROHAStllS IN PORIION OOUNTIIItS MUST ADD tS PtR OINT TO AMOUNT

OF oNDiii TO ooviN DgLivMY. ^^ RuddCT PubllsWiij: Compaiiy, 9 Murray SU New York. N.T.

Digitized by

Google

January

THEfl«»

RUDDER

55

liSllStesfesJ Your Motor ProWem

When you buy a motor you want reliability, economy of operation and durability.
You want to avoid breakdowns, loss of service and repair bills.

The Red Wing THOROBRED is built to answer these requirements. Sub-
stantial working parts, fine machining of all parts, scientific designing and
trouble-proof lubrication that does away with vibration and wear, big bearings —
accuracy that is not outdone in a Swiss watch. Those are some of the reasons
why every THOROBRED owner is a walking advertisement for Red Wing Motors. The man who owns one knows.
Our literature describing our five sizes sent free upon request. 10 to 40 H.P. They bum either kerosene or gasoline.

RED WING MOTOR COMPANY, Dept R. Red Wing, Minn., U. S. A.

Unit Po«*r Plaat •■•d*! *'P** TNOROBRlD

S«-«e N.P., 4 1-l«xS'*
PanilslMd with •r wHiMiit Unit P«w«r Plant

(Continued from page 58)
with the result that every protection for the safety and health
of the employees, every modern, scientific foiindry device, every
improvement in the casting of gray iron will be incorporated
in the Beloit plant.

Electric cranes will carry the raw materials to and from
the big cupolas. Electric grab buckets will unload the moulding
and core sand and coke. Electric magnets will grip the raw
pig iron and remove it from the cars. Electric cranes and con-
veyers will carry all molten metal from the cupolas to every
mould, whether for giant castings of lo.ooo pounds or for tiny
ones of a few ounces.

TO BUILD LARGEST TANKERS

The Newport News Shipbuilding & Dry Dock Company
has contracted to build for the Standard Oil Company of
New Jersey two tankers to cost $3,500,000 each.

These vessels will have a deadweight capacity of 20,500
tons and they are to be delivered early in 192 1. These vessels
are to make 11 knots and will carry 140,000 barrels of fuel oil.
The largest tanker at the present time has a d.w. capacity of
18,000 tons and was built in a British yard.

The Standard Oil Company has now a contract with the
Federal Shipbuilding Company at Kearny for five 10,000- ton
tankers. The Bethlehem Shipbuilding Corporation is building
six of 7,150 d.w.t. each. Four of these are building at Sparrows
Point and two at Fore River.

The Atlantic, Gulf & West Indies Steamship Lines have
placed contracts iPor eight tank steamers with four shipbuilding
companies. The Sun Shipbuilding Company will build two of
10,000 tons each. Two arc to be built at Newport News. The
A. G. W. I. will spend about $18,000 for these vessels.

TO SELL GERMAN SHIPS
The United States Shipping Board has decided to sell the
ex-German and ex-Austrian cargo vessels whfch were interned
at the outbreak of the war. There are thirty- four ships aggre-

gating approximately 210,000 d.w.t. No special price has been

fixed. The Board will receive bids for each vessel. The names
and d.w. tonnage of these ships are:

Deadw'ght

tons Speed

Amphion 8,970 1 1

Andalusia 7,475 9

Appeles 11,230 12.4

Arapahoe 3,000 13

Arcadia 6,915 9.25

Artemis 11,925 12.5

Black Arrow 7,050 1 1

Casco 7i90O 12

Chillicothe 3,500

General H. F. Hodges 4,065 10-75

Honolulu 8,150' 9

Huron 1 1,060 14. 5

Isonomia 6,020 10

Icsco 1^00 9

Midget 600

Minnow 300

Monticello 11,365 10

Montpelier 9,675 12

Meuse 6,890 10

Nipsic 2,500 9

Nyanza 7.978 10

Oconee 4,116 8

Osage 7,220 9.5

Pamee 7,200 10.8

Pecjuot 8,900 10

Qumnebaug 2,000 8.25

Rapahannock 12,674 12

Raritan 1,500 8.5

Tunica 7,653 9.5

Wabash 6,775 10

Wachusett 6,160 10

Yadkin 2,898 8.5

Yazoo 2,200 12

Yucca 4,630 8

^glepfce/j^

iU

Heavy-EKity CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load.
Variable speed ''instantly obtainable from just

"turning over" to wide open.
Operates on low price fuel oils.

No Water ItijvctHiiii ■-■ 1* .* ee U 1 I

SIZES 60 HP, UPWARDS T uclfconsumption ,55 lbs, per h.p, per hour.

H'X/rw FOM 01/* UTS^TURM STATtNG V&t/M MMQi/fRSMSJ^TS FULLY

iCAHLENBERG BROS. COMPANY, M«iiuf«ctiir«r>, 1705 12th StrMl^ Two Ri**n, Wb., U. S, A-

Var god aberopa THB RUDDER nar annonsorerna dllikrifvai

Digitized by

Google

36

THE««ft

RUDDEP

January

The Allen Dense-Air Ice Machine

contains no chemicaU.

...juHAfk

It is placed in the engine room* while the ice-making box and meat rooms
are at distant plaoas of the steamer

Steam Yachts— Atalanta, Constant, Riviera, Emeline,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cyprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw Propellers

41 MAIDEN LANE. N. Y.

QUISTCONCK MADE A FORTUNE

J. H. Rosseter, formerly director of the Division of Opera-
tions of the United States Shipping Board, recently told the
Senate Committee on Commerce that the ships operated by the
Government made fabulous sums. The Quistconck, the first
Hog Island ship started out on a freight-carrying voyage,
earned $597,622 in a single trip of ninety-two days* duration
and a net profit of $461,151.

She went to Panama, then to New Orleans, then to Savona,
and back to New Orleans. The Quistconck was the last ship
to come in under the war rates. The offsets on the voyage
were depreciation $37,800 and interest $18,900.

Mr. Rosseter said that several ships under private manage-
ment made more than this. One vessel, managed by the Pacific
Mail as operating agents for the United States Shipping Board,
made a run to Calcutta from San Francisco in one hundred
and ten days and earned over $800,000. This was a Pacific Mail
ship taken by requisition by the Government and operated
under fixed rates by the Shipping Board. There was a profit
in this run of over $750,000, Mr. Rosseter said. Rates were
$66 a ton then to Europe, British rates were $88 this way,
and in certain licensed cargoes as high as $110.

"Profits," remarked Mr. Rosseter to the committee, "were
fabulous, unbelievable."

The witness said thhat losses due to sinkings and other
causes amounted to about $27,000,000, which was charged against
the Board's insurance division.

"DEAD RECKONING"
In every ship's log, in all books of instruction, in all work^
on navigation, and in innumerable other publications, we find
a special point made of the "dead reckoning" on board ship.
Why dead? It has been for a century or more a stumbling
blodc to investigators, and, as Daniel Defoe would have said,
"lexicographers have gone astray in this unknown channel."
One after another has attempted to arrive at some reasonable
explanation of it, but has had to abandon the task as hopeless,
for when they have marshalled all the facts at their disposal

it is always found that the operations which the word covers
are anything but dead. They are, indeed, very much alive!

Henry Harries, acting marine superintendent meteorological
office, thus explains the phrase in the London Morning Post:

"It was not until nearly the close of the Eighteenth century
that printed log books were supplied by the Admiralty. Long
before that officers were compelled to keep a journal, the form
of which was only gradually developed. Originally it was on
loose sheets of small size, and the columns, when introduced,
had to be ruled by hand. The log of the Dreadnought, 1679,
had twelve very narrow columns on a page. For want of space
the column for the latitude, 'deduced from the reckoning,' as
Riddle has it, was headed Ded. Latt.

"This abbreviation Ded., for 'deduced,' has become cor-
rupted into dead, which has for generations served to exercise
in vain the most learned savants on two continents to get at
its real and in the result perfectly simple meaning. There is
not a mariner who, on reading this explanation, will fail to
realize that deduce is the only word which correctly expresses
the method of obtaining his so-called dead reckoning. He
deduces his position from the account he has kept, just as
any tradesman deduces his profit or loss from his account."
* * *

GOLD CUP DATES

The American Power Boat Association's gold cup races will
be held on September 4th, 6th and 7th next year, it was an-
nounced by the Gold Cup Committee.

A plan to hold the races early in July was abandoned upon
the protest of the Mississippi Valley Power Boat Association
that it would conflict with a regatta at Minneapolis.

Gar Wood of Detroit, several times winner of the Gold Cup
event, announced that he would send two boats overseas to con-
test for the Harmsworth Trophy, off the Isle of Wight, during
the week of August loth. They will be the hydroplanes Miss
Detroit IV and the Miss America.

Mr. Wood also announced he would offer a $5,000 trophy
for a race confined to boats not over forty feet or under twenty-
six feet in length, to be held in connection with the Gold Cup
event.

BILGE PUMP

Ho. t.ftit Brass, S8. »o. 2. '?" .T" S6.

Fog and Ships' Bells
for all size crafts

Jingle Bells» PuUsi Gongs,
Cranks^ etc

8EVIN BAOS. MfG. CO.
Cast Hampton Connectkiil

Please mention THE RUDDER when writing to advertisers

Digitized by

Google

J anuary

RUDDEP

57

NEW CHANNEL AT MIAMI BEACH

By the cutting of a channel i,cxx) feet long, loo feet wide
and 12 feet deep from the Government Ship Channel to the
north end of the Gulf Refining Company dock at Miami Beach,
Fla., a harbor of sufficient depth to accommodate yachts of not
more than 9 feet draught has been created.

This new channel, which has been dug by the Gulf Refining
Company so that company barges can be brought to the docl^
connects with what is known as the Speedboat Race Course
and on which Carl G. Fisher annually holds a regatta. This
course lies along the west shore of Miami Beach, is practically
two miles long and more than half a mile in width. It is
virtually land-locked, thus aflfording safe anchorage under all
conditions. Miami, slightly more than two miles' distance,
across the bay, is easily accessible.

The course is entered from the Government channel imme-
diately it emerges through the peninsula on the bay side, and
leads north along the seawall, or bulkhead. The channel is
staked and lighted on the port entrance side. Ultimately this
channel and race course will be dredged to a depth of 20 feet,
while a great yachting basin will be laid out and maintained
by Mr. Fisher at the upper end of the course.

The City of Miami Beach, Mr. Fisher and residents of
Miami Beach invite all yachtsmen, especially those going on
and returning from cruises in southern waters, to stop in and
enjoy the freedom of the port.

4t * *

THE DREADNOUGHT

The packet-ship Dreadnought of Newburyport made the
shortest passage across the Atlantic ever accomplished by a
sailing vessel, and this pamphlet gives a detailed account of
the trip. It also describes the famous mutiny which occurred
on another voyage, and includes a short account of the packet
service in genersd.

The pamphlet contains several illustrations of well-known
packet-ships and a very rare deck plan of the Dover of 1828.
It has an attractive blue paper cover with a paper label. 23
pages; 8vo; price $1.00, postpaid. Address Book Dept., The
Rudder Publishing Company, 9 Murray Street, New York City.

TANKER FOR VACUUM OIL COMPANY

The Vacuum Oil Company has placed an order with the
Moore Shipbuilding Company, Oakland, Cal, for a io,ooo-ton
tank steamer. This vessel will be similar in design to the
tankers built by this firm for the United States Shipping Board.
The general dimensions are 425 feet length over all, 57 feet
breadth, draught 33 feet. She will carry 72,999 barrels of oil.

Every part of the tanker will be built by the Moore Ship-
building Company, including a triple-expansion reciprocating
engine and Scotch marine boilers. The tanker is to be deliv-
ered in June, 1920, seven months after the contract was signed.

This makes the third contract awarded the Moore Ship-
building Company by private corporations within the month,
the other two being freighters for the Matson Navigation
Company, of San Francisco, Cal. The freighters for the Matson
Company will cost in excess of $5,000,000 and are to ply between
San Francisco and Honolulu, and are to be especially adapted
to the Hawaiian trade. They will be the largest freighters
ever built on the Pacific Coast. When these freighters are
completed the Moore Shipbuilding Company is to build for the
Matson Navigation Company a fast passenger steamer, furnished
with the most modern equipment from bridge to keels and to
cost $4,500,000.

The new passenger vessel will accommodate 750 first-class
passengers and will ply between San Francisco and Honolulu.
No third-class passenger accommodations will be installed and
only 4,000 tons of freight will be carried.

HARLAN PLANT VERY BUSY
J. E. Powell, vice-president of the Bethlehem Shipbuilding
Corporation, announces that he has secured enough contracts
to keep the Harlan plant at Wilmington, Del., in full operation
throughout 1920 and a portion of 1921. The company has
offered $1,200 in prizes to the workmen at the yards for sug-
gestions towards reducing the cost of bolting up ships in an
eflfort to cut down overhead. The best suggestion in each
yard will win $100 and the most feasible from all the yards
will win $500.

The Rudder Marine Directory

A TRADE LIST of SHIPBUILDING, SHIPPING and MARINE INDUSTRIES

ITS VALUE TO BUTERS

The Equipment List for Purchasing Agents, which is the most important part of
this Trade Directory, consisting of 1060 classification headings, and under which the goods
manufactured will be classed, is a ready reference list for the purchasing agents of the
shipbuilding Plants and Shipping Companies.

The 1920 Edition of The Rudder Marine Directory will contain a list of names and
addresses of over 7,500 firms under the following headings :

211 Builders of Steel Ships— Their Officers, Engineers and Purchasing Agents.

661 ;; ;; wooden ships ;; ;; ;; ;; ;;

40 ** ** Composite Ships **
66 Concrete ohips

1899 Ship Owners and Operators and Steam Vessel Owners..

369 Ship Repair Plants. 45 Heavy Oil Engine Manufacturers.

162 Dry Docks. 26 Turbine Engine Manufacturers.

118 Marine Insurance Companies. 61 Naval Architects.

468 Boatbuilders. 1923 Vessel Owners.

298 Gasoline Engine Manufacturers. 124 Ship Brokers.

21 Kerosene Engine Manufacturers. 104 Ship Chandlers.

3700 Manufacturers of Ship Fittings and Equipment.
The size of The Rudder Marine Directory is made to conform with the recommendation of the National
Association of Purchasing Agents at their recent convention (6x9) and is substantially bound in blue cloth.

Price $5.00

THE RUDDER PUBLISHING CO.,

9 Murray Street, New York City.

Digitized by

Google

58

.RUDDER

January

1

llJJiili.

YOUR BOAT, ENGINE OR EQUIPMENT

in storage is not worth its keep and unless talcen care of will soon be worthless. A fifty-cent advertisement will turn

an old outfit into money, besides siving the purchaser an opportunity of making it useful and a help to the sport.

Advertisements 2c a word each insertion, minimum charge 50c. Heavy-face type, double price.*

Money must accompany copy. Forms close 10th of tlie month preceding.

[^ ^ ^e AA ^* ^'^' from photograph fumlghed by yon, prepare a half-tone plate of year boat, neasaring 3^ lacheslwlde

r^Or 9D»\3\3 by 1 Inch deep, and print same with a 50-word description.

For $ 10*00 half-tone plate 3^ Inches wide, 2K Inches deep and 100-word deacriptlon.

No. 2108. — ^FOR SALE — Highspeed cruiger, 87 ft. by 7 ft. 6 in. by
2 ft. Built 1916. 90 h.p. Sterling Motor. Toilet, wash basin, run-
ning waiter. Two berths in cabin. Lazy back seat in cockpit. Hand-

somely finished and in perfect condition. G. W. Ford Yacht Agency,
80 East 42d St., New Tork City.

AUXILIABT KEEL TAWL, ample freeboard, moderate orerhangs, roomy
cabin, w. c, 26x28x9x4 ft. Price $650.00. Tucker, 48 Tremont St.,
Boston, Mass.

No. 1266.— FOR SALE — Oruisins knockabout, 41^ ft. o. a., 26 ft. l.w.I.,

10 ft. beam, 6 ft. 8 in. drauflrht. 6,500 lb ouUide lead ballast,

double-planked. Designed by Crowninsnield, built by Lawley regardless

of expense. Roomy cabin finished in paneled mahogany; 6 ft. headroom.

Oalley with coal stove, toilet room, two berths in forecastle, large coek-

fit. In exceptional condition in every way, ineludinff brand new mast,
s sound and absolutely tight. For sale with or without power tender.
John O. Alden, 148 State St., Boston, Mass.

r HARRY W. SANPORD

YACHTS— SHIPS

501 firm AVE., at 42d ST., N. Y.

TCL. VANDCRBILT 969

Bnker for tke cematrmctlom, tmlm aad charter at all typaa at

yackts aad commorclal vasaala

FOR SALE — Leece-Neville 24-Volt Starting and Lighting System with
Willard Battery. In good condition. Bargain. Address: Frank
Pace, Larchmont, Norfolk. Va.

FOR SALE — Motor Cruiser. 36x9x2 Vi ft. Cedar-planked, copper-riveted

fastening, finished mahogany, double stateroom forward, large cabin,

galley and lavatory, six feet head-room, four-cylinder Palmer engine,

self-starter, bulkhead control, smart and economical in operation and
very able.

^ „^]SP boathouse 40x16 ft. with railway and power winch. Address
B. F. Hathaway. 192 Bamaby St., Fall River, MaSs.

CANADA'S EXCLUSIVE WHOLESALE AND RETAIL MARINE EN
QINE JOBBERS. Dominion's Largest Distributors. Free Illus-
trated Catalog showing 22 American Manufacturers' Makes. CANADIAN
BOAT AND ENGINE EXCHANGE, LIMITED, TORONTO.

The Complete Files and Records
of

STANLEY M. SEAMAN

YACHT BROKER
1900-1917

have been purchased by the

G. W. FORD YACHT AGENCY

30 East 42nd Street New York City

Corretpondence with hit former cUoits it aolicited.

Hagan el favor mencionar el RUDDER cuando etcriven

Digitized by

Google

to

February 1920

Sho

w

• •

THE

pudder

Trice 25 Cents

Piece Work

npO THE REAL WORKER it means a Fat Pay
^ Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs

Riveters

Holders-on

Heaters

Passers

Ship Fitters

Drillers and Reamers

Regulators

Erectors

and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

NEW YORK, N. Y., "b«ty St., Jtnay Coitnl R. R.
Lmit* t:13. M», t:4«. 7:53 A. M.

JERSEY CITY, N.J. JackMBAT*..JwM7 CutralR. R.
Vtm i-M, ttM, S:M A. M.

NEWARK, N. J. »«>««> St., J«M7 C«itna R. R.

L«i*« fcSt. fcM, fcM. 7!M. StU A. M.

AIM take Troltar MailMd "Pwt

Nawaric".

TRAIN SCaiEDULE

BAYONNE, N. J.

GiMBTllla StatlMi. LahlthValUf
L«iv«a7:MA.M.

ELIZABETH, N. J. BttebMb Statton. Janay CaamI
R. R., LaaTaa t:M A. M.

ELIZABETHPORT. Laavaa t>55 A. M.

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD

PORT NEWARK, N. J.

Digitized by

Google

Fifteenth Annual Power-Boat Show

Grand Central Palace, New York, February 20th to February 28th

Under the Auspices of the National Association of Engine and Boat Manufacturers

EXHIBITION COMMITTEE

JOHN J. AMORY, Chairman

JAMES CRAIG

President HENRY R. SUTPHEN, Ex-officio

CHARLES A. CRIQUI
IRA HAND, Secretary

Directory of Exhibits

The following is a list of the exhibitors at the show, telling where they are to be found and what is being shown.

Two full-page diagrams of the floors occupied have each space lettered or numbered. The blocks

in which boats and engines are shown are on the main floor. The spaces are on the mezzanine floor.

Main Floor (Diagram Next Page)

American Balsa Company, Inc. Block B-s The Bridgeport Motor Company, Inc. Block E
Will exhibit Lundin decked lifeboats and Welin quadrant Will exhibit the following engines: Model 40, single-cjrl-
daTits, a tunnel-stern steel river launch of sturdy construe- inder, 45^x5 in., two-cycle, 4j4 h.p., 500 r.p.m.; model 50, sm-
tion specially designed for use in shallow, fast-moving rivers, gle-cylinder, Sjixsji in., two-cycle, 6 h.p., 500 r.p.m. ; model
or where strong towing power is desired. The Welin davits 80, two-cylinder, 4%xs in., two-cycle, 9 h.p., 500 r.p.m.; model
mounted on a portion of ship's deck and the boats chocked 100, two-cylinder, 5^x5 J^ in., two-cycle, 12 h.p., 500 r.p.m.;
exactly as they are on board ship, so that the simple opera- model 142, two-cylinder, 55^x6j4 in., four-cycle, 14 h.p., 500
tion of these davits can be demonstrated. r.p.m.; model 243, three-cvlinder, 6^x754 in., four-cycle, 30
A small Balsa life raft is included in the exhibit, which h.p., 400 r.p.m.; model 363, three-cylinder, 7^/ixg in., four-
weighs but 40 !b, yet will support five persons in the water, cycle, 45 h.p., 375 r.p.m.; model 484, four-cylinder, 754x9 in.,

Many of the latest water sporting goods are constructed four-cycle, 60 h.p., 375 r.p.m.

of Balsa, the new buoyant material, which is one-third lighter Representatives, H. H. Brautigam, H. O. Cram,

than cork. They will show Balsina surf boards, large Balsa ♦ ♦ ♦

fish camouflaged in fantastic colors; the Balsa chair float, of C. N. Cady Company. Block G-2

horseshoe shape, in which the bather can float about while A complete line of marine engines,

comfortably seated; also Balsawaiian boards, copied after the ♦ » » '

original Hawaiian surf boats. The Carlyle Johnson Machine Company. Block K

* * * Will exhibit a complete line of their Model F reverse

Aeromarine Plane & Motor Company. Block M f,f^!! ,Zt\ ""^^^n.?} ^^r}.lTl F'''^''^^' -Ju^fl T" ""-^^

wru 1.-U-* X 1- J • J ^ 1. J Show their b. H. P. Bud E manne engme, with latest equip-

WiU exhibit one two-cylinder engine and two one-cylinder ment, as well as a complete line of friction clutches,

engines. One engine is cut m sections, showing the working * * *

parts in actual operation. Cape Cod Shipbuiijding Corporation. Block A-6

* * * (Successors to Cape Cod Power Dory Company)
Bruns, Kimball & Company Will exhibit a 20-ft. special Cape Cod dory launch, a i6-ft.

Will represent the following engine manufacturers at the ^^® ?°^ ^^^^^ ^^?t» 2-h.p. Palmer, a 17-ft. club sailing dory,

show: 21 14-it. heavy fishing boat suitable for an outboard motor, a

Sterling Engine Block E ^^"^*- Aat-bottom rowboat, a lo-ft. skiflF or tender.

Doman Engine .Block K rp^^*„*^*

Kermath Engine Block K ^^^ ^^^ Engine Mfg. Company. Block N

Hartford Engine Block K A full line of Clay engines.

Gray-Prior Engine Block K ♦ ♦ »

Wolverine Engine Block L Consolidated Shipbuilding Corporation. Block A2-3

Sterling will have the new G. R. valye-in-head model. (Formerly Gas Engine & Power Company and Charles L.

Kermath will display a new size 40-h.p., selling at $1,500. Seabury & Co., Consolidated)

Doman will display their new 6x7 type. Will exhibit the following: 40-ft. mahogany runabout,

Uray-Pnor will have one of their 36-h.p. medium-heavy cabin forward; 32-ft. stock mahogany runabout. 30-ft. coupe

models, as well as a sectional Hartford motor. yacht tender, 21-ft. yacht tender, and a full line of Speedway

Wolverine will display one of their famous heavy-duty engines, with the exception of heavy-duty motors,

machines. * * *

Sterling will be represented by Mr. Criqui, president of Columbian Bronze Corporation. Block L

the «)mpany, Mr Mutchler and Mr. Bruns^ ,,.,,. A line of propellers, struts, rudders, stufiing boxes, stern

Kermath will be represented by Mr. Farr, Mr. Kimball bearings and shaft logs will be exhibited as in former years.

and Mr. Lobenthal. , a u xi, ^ w xr- ,_ „ ^" addition to this we will have a bronze blade and hub of a

Doman will be represented by Mr. Bruns, Mr. Kimball 15-ft. diameter bronze propeller, illustrating the growth of

and Mr. Lobenthal. * j u %# o,. 1,. ^, ^^^ business in this class of material. The motor ship line of

Gray-Pnor will be represented by Mr. Shellmgton, Mr. equipment will also be displayed, several sizes of propellers.

Bruns Mr. Kimball and Mr. Lobenthal. complete shaft logs. etc.. being shown. ^ '

Wolverine will be represented by Mr. Bruns and Mr. The exhibit will be in charge of Mr. Wilbur H. Young,

Kimball. vice-president.

Digitized by VnOOQ iC

LEXINGTON AVE.

Z^C .— ^mm ■ ' ^tA ^Jf ."it* \t^ I -.4

z

I

fit

DEPEW PLACE

Digitized by

Google

February

THE««ft

RUDDER

Delaware Marine Motors Company. Block C
A complete line of engines.

* 4i *

The H. C. Doman Company. Block K
Will exhibit the following: One-cylinder, 5x6 in. fish boat
engine; one-cylinder, 5x6 in. lifeboat engine; two-cylinder,
4>ix6 in. unit power plant; 4-cylinder, 4^x6 in. unit power
plant; four-cylinder, 6x^7 in. unit power plant.

4t 4t *

W. C. DiSBROw Jr. Block G-i

A complete line of marine engines.
41 41 41

The Elco Works. Block B2-3
Will exhibit the following: A new model of the Cruisette,
equipped with a 36-h.p. J. V. B. engine; a 50*ft. Elco stand-
ardized cruiser, equipped with a new type four-cylinder Stand-
ard engine of 75 h.p.; a 36- ft. Elco Express, equipped with a
loo-h.p. Elco engine having electric self-starter, lighting plant
and necessary equipment; a speed of 26 miles is guaranteed.

4t 4t *

Evinrude Motor Company. Block E
Will exhibit marine engines, centrifugal pumps, boats and

canoes.

Representatives in charge, C. J. Meyer, Oluf Mikkelsen,

H. Biersach, O. A. Dole and Hans Mikkelsen.

* ♦ ♦

Fairbanks, Morse & Co. Block F
Will exhibit the largest type of oil-injection engine ever
shown at an exhibition.

4t * 4t

Fay & Bo wen. Block A-i

Will exhibit the following: Two complete runabout
launches, one of which will be a 24x5-ft. Junior runabout,
with Model L-41 engine of four-cylinder 22 h.p., speed 16
miles an hour. A 30 ft. x 5 ft. 6 in. raised-deck runabout, with
Model L-63 engine, six-cylinder 50 h.p., speed 20 miles an
hour. A full and representative line of four-cycle gasolene
marine engines. These engines will be Model L-40, Model
L-41, Model LN-42, Model L-43, Model L-44, Model L-63,
Model L-64, and Model TG-45.

The LN-42 is a new design, just placed on the market.
Model TG-45 is also a new engine which they are just bring-
ing out. It is a slow-speed, heavy-duty engine, four-cylinder,
bore 6>4 in., stroke^ 8 in., weight 3,800 lb, r.p.m. 550, rated
55 h.p.

* * 41

The Frisbie Motor Company. Block E
Will exhibit the following: 5-h.p. single-cylinder, 4^x5 in.,
motor, equipment A, also slow-down attachment; 7-h.p. sin-
gle-cylinder, 6x6 in., motor, equipment B, kerosene attach-
ment; lo-h.p. double-cylinder, 4^x5 in. motor, equipment B,
Atwater-Kent ignition; i6-h.p. motor, double-cylinder, 6x6 in.,
equipment B, Atwater-Kent ignition; 25-h.p. motor, three-
cylinder, 6x6 in., equipment B, Atwater-Kent ignition; 30-h.p.
motor, three-cylinder, 4^x5 in., equipment B, Bosch DU mag-
neto, enclosed reverse gear; 40-h.p. motor, four-cylinder, 6x6
in., equipment B, Bosch DU magneto, enclosed reverse gear;
75-h.p. motor, six-cylinder, 6x6 in., equipment B, with Bosch
magneto, enclosed reverse gear and electric-starting and
lighting outfit.

W. E. Gibb, sales manager, will have charge of the exhi-
bition. The following representatives of the company will
also be present: Mr. Russell A. Frisbie, designer of the motor;
Mr. Kirk W. Dyer, treasurer; Mr. T. H. Travis, manufactur-
ing superintendent, and Mr. William Wamester. chief drafts-
man. They will be pleased to receive any engineering prob-
lem visitors may have to present during or after the show.
41 * 41

The Gray & Prior Machine Company. Block K
Will exhibit one of their 36-h.p. Gray-Prior Model D-4
marine engines, equipped with Leece-Neville two-unit electric-
starting and lighting system. The 36-h.p. Gray-Prior is one
of the handsomest engines ever turned out and well worth
a careful inspection.

They will also show a sectional view of the Hartford
two-stroke type.

Representative in charge, J. C. Shellington.

* 41 *

Gray Motor Company. Block G-i
Will exhibit a complete line of their two-stroke engines;
also the four-stroke type in larger powers.

Hall-Scott Motor Car Company, Inc.

Will exhibit a special type of high-power marine engines.

41 41 «

Hyde Windlass Company. Block H
Will exhibit a complete line of Hyde propellers, both tur-
bine type and No- Weed; also a large steering apparatus and
a special type davit.

* 4t *

International Shipbuilding and Marine Engineering

Corporation. Block A-4
Will exhibit a 32-ft. cruiser, complete with cruising equip-
ment, selling at $3,500, and a 32-ft. bridge-deck model, double
cabins, selling at $4,000. Both models are equipped with the
new 40-h.p. Kermath engine.

Representatives in charge, Mr. F. M. Hartman, vice-
president; W. J. Deed, naval architect; David Conner, super-
intendent.

* 4t *

The J. V. B. Engine Company. Block E
Will exhibit a 36-h.p. marine engine selling at $1,000,
and is the latest production of Joe Van Blerck.

* * 4^

J. W. Lathrop Engine Company, Inc. Block C
A complete line of Lathrop two-cycle and four-cycle en-
gines.

41 * ♦

Geo. Lawley & Son Corporation. Block B-i
Will show a special boat, built and finished in the usual
Lawley fashion.

41 * *

Luders Marine Construction Company. Block A-5
Will exhibit a concave V-bottom type, 50 ft. over all by
10 ft. breadth, having a speed of 35 miles; driven by two 300-
h.p. Sterling engines, turning about 1,500 r.p.m. The en-
gines are electrically started, and the whole outfit, engines,
boat and equipment, contains some unique features.

* 4t *

The G. H. Masten Company, Inc. Block J
A line of life preservers and boat equipment.

4t 4t 4t

J. W. J. MoxLEY & Son. Block J
Several styles of cruisers built by the firm.

4t 4t ♦

Manus Motor Works. Block B-6
Will exhibit their new heavy-oil engine in two sizes, a
jYj single-cylinder, and a two-cylinder 30 h.p. These engines
are built in one, two, three and four-cylinder models, up to
and including loo-h.p. sizes; also a Manus-powered lifeboat,
and the usual line of Manus engines, ranging from 3 h.p. to
10 h.p.

4t * 4t

Oluf Mikkelsen. Block E
A line of Evinrude motors, canoes and small boats.

* 4t 4t

New York Yacht, Launch & Engine Company. Block C
Will exhibit a complete line of Twentieth Century en-
gines and a new model developed this year. These engines
are successfully operated on kerosene and are of the heavy-
duty type.

4t 4t 4t

Niagara Motors Corporation. Block G-2
A full line of Niagara engines.

4t 4t 4t

Palmer Bros. Engines, Inc. Block C
Will exhibit the following engines: Model Q-i, 2j^-h.p.,
two-cycle, 3^-in. bore, 3^-in. stroke; model Q-2, 5-h.p., two-
cylinder, two-cycle, 394-in. bore, 3^-in. stroke; model C, sin-
gle-cylinder, 4-h.p., two-cycle, M. & B. ignition; model P-2,
two-cycle, 8 to 10 h.p., two-cylinder, J. S. ignition; model
NL-i, single-cyclinder, four-cycle, 3^-h.p., 454-in. bore, 454-
stroke; model NR-i, single-cylinder, four-cycle, 5-in. bore, 6-
in. stroke, 5-h.p.; model RW-i, with Palmer reverse clutch,
single-cyclinder, four-cycle, 6-h.p., 5^-in. bore, 6-in. stroke;
model RA-2, two-cylinder, four-cycle, with built in clutch,
4J/2-in. bore, 6-in. stroke; model NR-3, three-cylinder engine,
with built in clutch, four-cycle, 5-in. bore, 6-in. stroke, 1 5-h.p.;
model NR-4, four-cycle, four-cylinder, 20 to 24-h.p., 5-in. bore,
6-in. stroke; model F-4, four-cylinder, four-cycle, 6^-in. bore,

8-in, stroke, 32-h.p., Atwater-Kent ignition; model F-6, six-
cylinder, four-cycle, 6H-in. bore, 8 in. stroke, 50-h.p., Atwater
Kent ignition; model NK-2, two-cylinder, four-cycle, 7^-1

Digitized by

THEe«»

RUDDER

1

February

bore, lo-in. stroke, 20 to 25-h.p.; model NK-3, three-cylinder,
four-cycle, 7^-in. bore, lo-in. stroke, 3S-h.p.; model NK-4,
four-cylinder, four-cycle, 50-h.p., 7J^-in. bore, lo-in. stroke;
model NK-6, six-cylinder, four-cycle, 80-h.p.

Representatives in charge, E. E. Palmer, C. A. Hatheway,
G. E. Geiser.

4t 4t «

Park-Loichot Engine Corporation. Block G-2
A complete line of the engines they represent in New
York.

4t * 4t

Peerless Marine Motor Company. Block G-2

Will show several sizes of Peerless engines.

* * *

Red Wing Motor Company. Block C

* * *

Engines to be exhibited: Model A, 14-20 h.p., bore 3^^ in.,
stroke 45^ in., cylinders cast in pairs, with gray iron crank
case, equipped with Dixie magneto, model R Schebler car-
bureter, built in Paragon reverse gear; model AA, 18-24 h.p.,
bore sH in., stroke 4n in., cylinders cast in pairs, with gray
iron crank case, equipped with Dixie magneto, model R
Schebler carbureter, built in Paragon reverse gear; model F
motor, 28-36 h.p., bore 41^ in., stroke 5 in., cylinders cast en
bloc, gray iron crank case, detachable cylinder head, equipped
with Dixie magneto, model R Schebler carbureter, built in
Paragon reverse gear, Leece-Neville two-unit twelve-volt
electric starting equipment; model B motor, 32-40 h.p., bore
414 in., stroke 5 in., cylinders cast en bloc, gray iron crank
case, detachable cylinder head, equipped with Dixie magneto,
model R Schebler carbureter, built in Paragon reverse gear.

Exhibit in charge of Verrier & Eddy Company, 254 West
34th Street, New York City, the New York representatives.

Red Bank Yacht Works. Block B-4

Will show several boats.

* ♦ *

Regal Gasolene Engine Company. Block C
Will exhibit the following engines and lighting plant:
2-h.p. model "Y" marine engine, one-cylinder; 20-h.p. model
"UC" marine engine, four-cylinder; 3o-h.p. model "EC" ma-
rine engine, four-cylinder; i8-h.p. model "JB" marine engine,
two-cylinder; ^-k.w. "Regalite" electric lighting plant.
41 * ♦

ScRipps Motor Company. Block G-i
Will show a full line of Scripps engines and their latest
model.

4t 4t ♦

C. C. Smith Boat & Engine Company. Block M
Will exhibit a partly finished hull of a racing boat to
show the method of construction. The boat will be equipped

with a Grant engine.

* 41 41

Sterung Engine Company. Block E
Will exhibit a model FH, 25-55-h.p. motor; a model FM,
eight-cylinder, 120-170-h.p. motor; a model F, 300-h.p. duel-
valve engine of the type that powers the Conejo, which has
a speed of over 31 miles an hour; a model D 12-15-h.p. en-
gine, intended for fishermen and small heavy cruisers and
work boats; also one of the model FC, six-cylinder, 130-145-

h.p. motors as built for driving electric generators and cen-
trifugal pumps; and one of the model E, 17-25-h.p. light
cruiser and runabout engines will also be in the exhibit. The
new dual valve-in-the-head Sterlings will be represented by
a model GR, eight-cylinder, 5^-in. bore, 6M-in. stroke, 300-
h.p. engine, equipped with a manganese bronze upper crank
case and various other features peculiar to Sterling motors.
A GR six-cylinder motor of the same bore and stroke, which
develops 225 h.p. at 1,500 r.p.m., will be shown, together with
a sectional mounting of one of these motors. These are the
overhead dual-valve Sterlings which have been developed the
past season, and which operate on a fuel efl&ciency not sur-
passed by any engine the world over. Tests were run on a
fuel consumption of .51 lb per b.h.p. hour, with water tem-
perature at about 70* This is equivalent to .122 gallons per
b.h.p. hour. ^

The company will b^ represented by Mr. C. A. Criqui,
president; Mr. J. L. Killean, sales manager, and by Mr.
Maurice E. Mutchler, advertising manager, Mr. Mutchler be-
ing in charge during the fore part of the exhibition.
♦ ♦ ♦

Toppan Boat Mfg. Company. Block B-4
Will exhibit the following : A 22-f t. dory launch, 9/12 four-
cylinder Universal engine. Completely equipped $1,000. An i8-ft
three-in-one power dory, 3-h.p. Palmer with reverse gear. This
boat can be used as a row boat, power or sail boat. Price $425.
A i6-ft. hydroplane, 9/12 Universal motor. Complete for $950.
A 12- ft. Toppan yacht tender, price $95.

Van Blerck Motor Company. Block F-1-2
Will exhibit one each of their four, six and eight-cylinder
Model "M" marine motors, and one four-cylinder commercial
motor.

Verrier, Eddy Company. Block C
Will exhibit the following Lathrop engines: 3-h.p. single-
cylinder two-cycle ; 4-h.p. single-cylinder two-cycle ; 5-h.p. single-
cylinder two-cycle; 6-h.p. It. model single-cylinder two-cycle;
7-h.p. single-cylinder two-cycle; lo-h.p. two-cylinder two-cycle;
i2-h.p. two-cylinder four-cycle; i6-h.p. two-cylinder four-cycle;
2i-h.p. three-cylinder four-cycle; 30-h.p. three-cylinder four-
cycle; 28-h.p. four-cyhnder four-cycle; 40-h.p. four-cylinder

four-cycle.

41 * *

Wolverine Motor Works, Inc. Block L
Will exhibit the following: One six-cylinder 11 -in. bore by
i2-in. stroke Wolverine four-cycle marine engine, equipped to
use kerosene oil as fuel. One three-cylinder 32-h.p. 7^-»n. bore
by 9-in. stroke four-cycle Wolverine marine engine, complete
with kerosene equipment, and one four-cylinder 35/40-h.p. gaso>
lene marine engine.

The system of ignition on these engines is high tension jump
spark, with batteries for starting and magneto and coil of latest
approved design.

The engines are of the closed base type and are equipped
with mechanically operated lubricators and Wolverine reversing
gears. Special features are simplicity of design and construction
and ease of accessability to all working parts, and the six-cylin-
der engine is equipped with electric self-starting device.
mm*

Wisconsin Motor Mfg. Company. Block B-7
Will show a runabout with silver trimmings and a line of
Wisconsin motors.

Mezzanine Floor (Diagram Next Page)

The A-C Electrical Mfg. Company. Space 34
Will show a cabinet or stand displaying V dynamo, 7-volt,
S amperes; K dynamo, 15- volt, 10 amperes; 4-L dynamo, i7-volt,
20 amperes; M dynamo, 40- volt, 20 amperes. 6-E switchboard,
6-volt Light and ignition; 6-B switchboard, 6-volt light and
ignition; 12-E switchboard, 12-volt light and ignition; 12-B
switchboard, 12-volt light and ignition ; 32-B switchboard, 32-volt.
Also display a full set of marine lamps, including search lig:ht,
and on the same display stand will be a full set of interior side
wall and ceiling lights for launch. These will all be fitted with
lamps burning. In addition will have in operation a complete
12-volt lighting and ignition system. A full line of governors
and spring bases, etc., and two of latest model direct connected
auxiliary lighting systems of 12 and 32-volt for general water
craft lighting.

The Allen Corporation. Space 13
Will exhibit Pronto Fire Extinguisher. This is the latest
and last word on fire extinguishers and the first practical outfit
so sell at a reasonable price.

m m m

American Bosch Magneto Corporation. Space 90

A complete line of magnetos.

m m m

Brooklyn Varnish Mfg. Company. Space 26
Display of Kauri waterproof spar varnish, yacht enamel and
deck paint; with photog^raphs of boats showing actual use of
same. Also moving water wheels showing waterproof qualities
of Kauri products.

Representatives: C. B. Andrews, J. G. Carl, R. B. Ander-
son, J. W. Wilson and D. C. Anderson

Digitized by

Google

LEXINGTON AVE

^1

^

^

JS

5^

I

1

r .'

51.

^

!5l

1 — c

^T

C

r

1 —

i.j

.1

5} 5;
1^ M

r

\ %

,1 •'

i

•?!i

™= RUDDER.

tri

r:#i*«-^

b]

^'!

(

^

^

T—t

5

R

g

Z

si

CO u

•S z

Y

DEPEW PLACE

Digitized by

Google

THE««»

RUDDEP

February

Geo B. Carpenter & Co. Space 41
Will not have any exhibit of goods or appliances, but Mr.
Stanley Wood, who is in charge of the Marine Department since
his return from the A. E. F., and Mr. J. W. Sackrider, Admiral
of the Mississippi Power Boat Association, will be in charge
of the booth.

« « 4(

Champion Spark Plug Company. Space ^3
A complete line pi Champion spark plugs and spark plug
cleaners.

* * *

Chicacx) Varnish Company. Space 35
A complete line of their varnish products.

* * «

The J. H. Curtiss Company, Inc. Spaces i and 2
Will be on hand as for years past with a complete display
of bathroom requisites, yacht toilets and lavatories.

* ♦ ♦

Cutting & Washington Radio Corporation. Space 17

Will consist of the following: One 2-k.w. transmitter and
motor generator; one 5^1 -k.w. transmitter and motor generator:
one 3/10-k.w. transmitter and motor generator; one type 8B
receiver; one type gA receiver.

The last item is a new piece of apparatus and will be of
particular interest to those familiar with radio apparatus.

They will have sets in operation, using a phantom antenna,
and will thus be able to demonstrate to visitors the distinctive
quality of the note of Cutting and Washington apparatus, which
enables these sets to be distinguished from other makes. This
distinctive quality of note has enabled land stations here to pick
up messages from vessels equipped with their sets operating off
the French coast, which is rather unusual for the size of sets
on board the ships.

Visitors will note the simplicity and ruggedness of the ap-
paratus and the high quality of workmanship.

They sell sets outright and we have so perfected the ap-
paratus that it is practically as fool-proof as a ship's dynamo.

« * 4c

The Debevoise Company. Space 29

A full line of paints, etc.
E)e Lisser Manufacturing & EIxport Corporation. Space 84

Will exhibit a complete line of ball bearings and automatic
speed wrenches.

* * ♦

C. D. Durkee & Company. Space 92
A complete line of Eells anchor. Crescent anchor, Curtiss
yacht capstans, binnacles, compasses, ship telegraphs, lamps,
wicker furniture, Divin hood.

« * «

Eiseman Magneto Corporation. Spaces 78, 79, 80, 81

Will display the following: A standard large four-cylinder
magneto, type G4; also the type G4 equipped with their type
IS-2 im'pulse starter coupling. A smaller four-cylinder instru-.
ment, type GS4, equipped with the type IS-2 impulse starter.
A type G4/2-180 magneto, which is an instrument suitable for
firing two-cylinder four-cycle engines having a i8o-degree crank
shaft. A type GR4 magneto with dash coil, the combination
giving dual ignition, battery and magneto, the magneto being
itself a self-contained high-tension instrument. A larger six-
cylinder instrument, type GN-6. A type M4 G6 magneto-genera-
tor, whch is a self-contained high-tension magneto, on which is
mounted an electrically separate generator giving a possible out-
put of 12 amperes at 6 volts, and which readily takes care of
the current for both starting and lighting. This machine will
be shown in actual operation.

They will also show one and two-cylinder magnetos of
various sizes, a highly interesting bi-sected magneto, a show case
containing all the parts used in one complete magneto, a dis-
play of the Eisemann eyelet terminals and forming tool, and
also other miscellaneous articles such as couplings, etc.

All of the magnetos shows will be of the standard Eise-
mann waterproof type, in which the entire housing is cast in
one piece, and on which the electrical connections are all made
right inside of the instrument and are thus protected from
moisture.

* * *

Hubbard H. Erickson & Co. Spaces 60-62
A complete line of large hardwood steering wheels, a new
type windlass, cast bronze running lights, galvanized seamless
cowl ventilator, cabin lighting fixtures and heavy type spark
and throttle control. Also searchlights.

4c 4t 4t

Ericson Mfg. Company. Space 75
A complete line of Berling magnetos.

Edison Storage Battery Company. Spaces 30-31
A full line of storage batteries and other products for
marine use.

* * *

Fire Gun Manufacturing Company, Inc. Space 36
Will exhibit tetrachloride fire extinguishers, which arc
fully approved for power boat use.

m * *

Generator Valve Company. Space 39
A complete line of carbureters, check valves, whistles,
bilge pumps, strainers.

* ♦ *

Chas. H. Gillespie & Sons. Space 32
Will exhibit Monarch Bull Dog paint and varnish re-
mover and Monarch spar varnish.

Booth will be in charge of Mr. L. H. Kronfeld.
« « ♦

Higgins & Seiter. Space 44
A display of china and glass service for yachts.

4( * ♦

Ideal Engine Company, Inc. Space 82

Will exhibit marine lighting plants.

* * *

Knox Motors Associates. Space 58
Will show a Knox 40-h.p. valve-in-the-head marine
motor. Seperate parts of the motor will also be displayed
on an exhibition board. The 40-h.p. sells for $1,500 f.o.b.
factory.

« « *

L. O. KovEN & Bro. Spaces 43-45
Tanks for submarines, gasolene tanks, air whistle tanks,

exhaust manifolds, rudders, ventilating stacks, oily waste

cans, and other specialties.

Robert Menthe will be in charge.

* ^ *

The Leece- Neville Company. Space 24
A complete line of starting and lighting equipment.

4t 4c ♦

McCord Manufacturing Company. Space 77
A line of force-feed oiling equipment.

* 4c *

The Motor Meter Company, Inc. Space 86
We will exhibit our distance type model '*A" Boyce moto-
meter, for use in marine engines.

4c 4c *

Monarch Valve Company. Space 25
A full line of Monarch carbureters, check valves, strain-
ers, etc.

4c 4c 4c

Navy Gear Manufacturing Corporation. Space 12
Line of reverse gears, capable of taking care of from 5
to 450 h.p.

41 41 4c

National Life Preserver Company. Space ys
The National Life Preserver Company will exhibit the
famous Ever-Warm safety-suit in six sizes — for men, women
and children — on life-sized models, and will also have young
men and women giving actual demonstrations of putting the
suit on "in less than a minute." The suit will be shown in
detail also, with the patented closure and self-adjusting elas-
tic neckpiece, which makes the suit perfectly watertight; the
Kapok pads or lining which gives it the remarkable buoyancy
which enables the wearer to support and help rescue several
other persons, etc. In all this, the simplicity of the one-
piece garment will be made apparent. There will be ofHcial
records and illustrative proof of the approval by the United
States Navy and how the Ever- Warm safety-suit has saved
many lives in actual sea disasters. These will include data
of the President Lincoln tragedy, where the suits saved and
protected many lives, including the sick, who were afloat or
in boats for over sixteen hours, and similar instances, as of
the Aurania and other ships. It will be shown how the suit
has been and is being used by the thousands of fishermen,
motor-boat owners, steamship men, marine men generally,
yachtsmen, aviators, travelers and others. The slogan, which
has become famous with the suit, is "You cannot drown, you
cannot chill!" It keeps you afloat indefinitely, absolutely pro-
tected from exposure to cold, water, wind and spray.
Representative in charge, Andrew E. Puckrin.
Others in attendance, O. A. Youngren, J. A. Watt, M. A.
Clouser, O. F. Kaiet, Mortimer WarshgCW^W. 1

Digitized by V3OOQ IC

February

RUDDEI)

Space 51

North East Electric Company.
A full line of their product.

* * *
Paragon Gear Works. Spaces 20-21

(Evans Stamping & Plating Company)
They will exhibit a few samples of Paragon reverse gears
— the gear that is known wherever boats and engines are
used. In addition they have some special announcements to
make when the show opens, and extend a cordial invitation
to all to call at their booth, where they will have a most at-
tractive display.

* * *

P. D. Motor Sundries Corporation. Space 40.
A complete line of their product.

* * *
Rochester Boat Works. Space 38

Will show plans and specifications of stock boats built
by the firm.

4t 4t 4t

Rudder Publishing Company, The. Space 28
The Rudder, the oldest magazine devoted to yachting.
Yachting embraces all departments of the pastime, power boat-
ing, sailing, racing, cruising, building, designing, navigation,
piloting, etc. The Rudder Publishing Company's complete
Yachtsmen's Library of books on marine engines, power boats,
navigation and boat handling, etc.

Representatives, Andrew Paterson, Arthur F. Aldridge.

:¥ * *

Splitdorf Electrlcal Company. Spaces 61-53
A full line of electrical equipment.

4t 4t 4t

Stromberg Motor Devices Company. Space 66
A complete line of Stromberg carbureters.
41 41 41
The Simms Magneto Company. Spaces 83-85

Will show waterproof and dustproof magnetos, as well as
magnetos of open construction.

They will have in attendance: V. W.
engineer; A. J. Poole, sales manager; L.
manager; A. E. Norris, sales engineer.

* ♦ ♦
Sinclair Refining Company.

Will exhibit Sinclair oils.

* * *

Edward Smith Company. Spaces 22-23
Nature of Exhibit: Varnish makers' and color grinders*
highest quality varnishes, coatings, enamels, etc., for motor
boats, yachts, vessels, canoes and all water craft, "Spar
Coating," "Aquatite," "I.X.L. No. i" (cabin interiors). "I.X.L.
Floor Finish" (protected decks), etc.

Representative in charge, Mr. E. A. Spink; also Mr. James
F. McBride, Capt. Gustav Lambert, Capt. A. V. Walters and
Mr. Chas. R. Wheeler.

* 41 41

Smith-Meeker Engineering Company. Spaces 30-31
A full line of the various types and sizes of the Edison
storage battery for radio, lighting and ignition, both on pleasure
and commercial vessels. Gasolene direct connected generating
units of J^-k.w. and i k.w., both in hand-control and full auto-
matic, as manufactured by the Matthews Engineering Co., of
Sandusky, Ohio. The hand-control direct connected 5 and 7^-k.w.
generating sets, as manufactured by the Winton Engine Works,

Kliesrath, consulting
F. Acker, asst. sales

Space 27

Cleveland, Ohio. Standard radio auxiliary control switchboards

as well as various types of yacht switchboards. Incandescent

and arc searchlights as well as a complete line of marine fixtures.

« 41 41

Smith & Serrell. Space 50
A complete line of Francke flexible couplings.

4t 4t 41

The Snow & Petrelli Mfg. Company. Spaces 67-69

Will exhibit a full line of Joes reversing gears, one-way

clutches and safety rear starters. The new feature of exhibit is

Joes "Husky" gear designed especially for heavy oil burning

engines and work boats. Ratio of reverse speed 85 per cent.

t * *

The Sperry Gyroscope Company. Space 91

A complete line of Gyro ship stabilizer, gyroscopic compasses,
roll & pitch recorder, marine searchlights, navigational equip-
ments.

Representative in charge, R. B. Lea.

4t 4t 4>

W. & J. Tiebout. Space 18 or 19
Will exhibit a general line of marine and motor boat hard-
ware. The exhibit will cover dry docks, shipyards and the whole-
sale trade. A line of interior fittings for cabins, staterooms, etc.
Also show some standard deck fittings, portlights, bells, chain,
shackles, anchors, fenders, flags, turnbuckles and the many fit-
tings that are necessary to the motor boat, either large or small.
Representatives in charge: John Tiebout Jr., Harry Mall,
Fred Korn, Joe Peneno, Charles F. Taylor, George V. Carlin,
John Gillespie and Charles Schult.

* * *
Valentine & Company. Spaces 47-49

Will exhibit a complete line of valspar, valspar enamels and

val enamel.

* 41 41

The Wheeler Schebler Carbureter Company. Space 56

Will exhibit a line which is siritable for marine purposes,

also some special instruments that they make for boat and ship

use. Also exhibit a few other models for the benefit of persons

interested in some of their models for pleasure and commercial

use.

* * *

E. J. Willis Company. Spaces 87-89
A complete line- of reverse gears, rear starters, electric light-
ing outfits, electric lamps, searchlights, steering gears and wheels
for speed boats, propellers, rudders^ boat meters, ships clocks,
horns, whistles, bells and complete line boat hardware.

Mr. Sam Kaplan, Mr. S. Baisden, F. Frericks will be in

charge.

* * ♦

C. A. WooLSEY Paint & Color Company. Space 16
A line of copper paints, yacht whites, adamant deck paint,
seanl compounds, spar varnish, etc. Display of large color cards
and signs distinctive of line, and distribute a variety of adver-
tising matter.

Percy Varley, sales manager, will be in charge of the booth
with assistants and be glad to welcome friends and customers
of the house, also furnish information regarding the application
of their products to those interested.

4t 4t 4t

R W. ZuNDEL Company, Inc. Spaces 74-76
A full Hne power boat accessories, such as our new loud
sounding electric horn, Perfex ignition, Hendricks and Wizard
magnetos, lighting outfits, bilge pumps, spark coils, alcohol and
kerosene cook stoves, etc.

MARCH FITTING- OUT NUMBER OF

WJDDER

will contain a complete description of the Show and an article on the
engines exhibited of unusual value to all prospective engine buyers

Google

Digitized by

lO

THEfl»*

RUDDEP

February

.-.^^' ^

GASOLINE

MARINE

ENGINES

■^

'— — MWinin iwmwiii

I — «»«z:":.::":;::;""""i

^RE YOUR GUESTS GLAD

TO GET ASHORE?"

Or, do they say **good-bye" with
keen regret that their delightful cruise
with you is ended ?

^jt * *
Which is it— on your yacht?

« « «
No owner, however courtly and genial
he may be, can make his guests happy
if the yacht itself isn't right.

« ♦ ♦

In these high-strung, nervous days, an
outing on a substantial, smooth-running
yacht is wonderfully alluring. Who
does not love it? But, if every moment
on board means giving your nervous

system the ''third degree," if there is no
escape from the laboring throbs of the
engine, if the yacht itself vibrates in-
cessantly, where then is the joy of either
host or guests?

♦ « ♦
Engine power need not be violent. It
can be so steady, so velvety as to do its
work — even its hardest work — without
disturbing the most sensitive guest.
That's why yachts powered with Winton
gasoline marine engines are delightful.

« ♦ «
Five sizes, 80 to 200 H. P., six and
eight cylinders. May we send you full
information?

WINTON ENGINE WORKS

2118 WEST 106TH STREET CLEVELAND, OHIO

Dealers: New York — Rost, Angstman & Gricsc, Inc., 1778 Broadway.
New Orleans — A. Baldwin & Co., Ltd. Jacksonville, Fla. — Gibbs
Engineering Co. San Francisco — F. G. Bryant, 424 Ellis Street.
Seattle, Wash.— H. W. Starrctt, Sunset Engine Co.

Please mention THE RUDDER when writing: to advertisers

Digitized by

Google

Published on the
24th of the Month

THE

RUDDER

Edited by
Arthur F. Aldridge

Yachts

Commercial Boats

Engines

and

and

and

Yachting

Equipment

Accessories

Copyricht 1920, by The Rudder Publishing Co., New York. NOTICE— Tht eontemts of this magaxiut, includint all artiehs, iUuttrationt, plant and dttlgut, art covered by
copyright, and their reproduction it absolutely forbidden toithout the content and permittion of THE RUDDER PUBLISHING COMPANY.

Volume XXXVI

February, 1920

No. 2

Fifteenth Annual Power Boat Show

THE fifteenth annual exhibition of the National Asso-
ciation of Engine and Boat Manufacturers, which
will open in the Grand Central Palace on Friday evening,
February 20th, will be a record breaker in every way.
Never in the history of the association has there been
such a demand for space ; and Secretary Ira Hand, who
has managed ten of these shows, has been hard pressed
to find room for all who wished to be among the ex-
hibitors.

It is two years since there was a show of this kind.
The last was held in 1918 and naturally it was disappoint-
ing from an exhibitor's standpoint, because all interests

were then centered in the war. No show was held last
year, but this year the National Association decided that
the show was necessary, because the time had arrived
to bring together all interested in power boats, engines,
etc. That the National Association was right has been
proved before the doors of the show are opened.

When the notices of the show were sent to the mem-
bers they promptly responded, making application for
space, so that to have accommodated all with the room
each asked for would have meant finding a building with
double the capacity of Grand Central Palace. This was,
of course, impossible; and so the exhibition committee

Ding; A 61-Foot Otnlior, Ownod hj Xhiftiii Farniim, Doilgnod and Built hj Fellowi k Stowurt, Wilmington, Oal.

Siz-07lind«r 130-146 H.F. Sttrling Enginei; Spood 24 X.F.H.

Eqnlppod With Two Model F8

Digitized by

Google

la

February

i^^^p^^.

Knox 40-H.P. Valve-ln-tlie-Head Medium Duty Engine

had to cut down here and there and by so doing the
exhibition will this year be more representative than it
was ever before.

The show will be the most representative exhibition
ever held in this country, as it has drawn manufacturers
from California, Louisiana, Maine and all other sections
of the country.

Almost every type of engine built, and many that have
made records in war work as well as in commercial ways,
will be shown. There are heavy duty, medium duty, high
speed as well as outboard engines and all sizes between.
The old line engine men will show their latest productions
and there are a number of new engines that will be ex-
hibited for the first time, and some unusual features
are claimed by the new comers.

In the boat section the committee managed to allot
space for forty craft, and were then obliged to turn down
all further applications for space.

The boats cover almost everything that floats, from
a ID-foot Dink to a 50-footer. There will be outboard
dinghies, dories, speed boats, runabouts, cruisers of the
regulation type and the latest production in express cruis-
ers by the foremost builders.

After considerable figuring and cutting of comers
the lower floor was filled up chock-a-block, and the upper
floor then received .ittention. Here an appilling condition
presented itself, as there were two applicants for every
inch of space.

The various allotments were cut down and as far as
possible evtry one taken care of.

Wolverine Heavy Duty Engine

All the new wrinkles in hardware, magnetos, spark
plugs, self starters, paints and boat equipment will be
shown in endless variety and it will pay to spend con-
siderable time in carefully inspecting this section of the
exhibition.

Ira Hand has succeeded in arranging one of the largest
and most remarkable shows in the history of the sport.
It will be well worth going miles to see and no yachtsman
can afford to miss it.

Henry R. Sutphen is president of the National Associ-
ation and as such he is an ex-officio member of the ex-
hibition committee. Mr. Sutphen has had a wide experi-
ence with these exhibitions, having been chairman of the
exhibition committee for many years, and while in that
position has seen the show grow from a very small aflPair
until it is now the most popular exhibition of the winter.
The exhibition committee this year is John J. Amory,
James Craig and Charles A. Criqui.

The annual power boat show is not only an exhibition
of boats, engines and everything that goes with a boat or
engine but it makes a break in the long cold Winter when
yachtsmen get together and are able to talk about yachting
and plan for the coming season. The show is like a breath

MUnni Heavy Oil Engine

of salt air to them ; and as they see the new boats they
have a tingling to get afloat. The show is a great exhilara-
tor. It revives dormant interest among old time yachtsmen,
it stimulates longing among the young and rising genera-
tion and it makes converts from many who have never
been active in the sport, but who, when they see the attrac-
tive cruisers, become converts to the most healthful sport
in the world.

Fashions change in power boats and in fact in all
pleasure craft just as they do in women's hats and gowns.
Some yachtsmen are so fastidious about being up to date
that they have new boats each season, while others who
cannot aflford this luxury study the new models and new
engines, look for anything new in the way of accessories
and fittings, and try to bring their yachts as up to date as
possible.

So the show at the Grand Central Palace will be a
meeting place for all. Those interested in the sport and
in the industry will come from all parts of the country ;
and this year, because the war is a thing of the past and
because yachting is now booming in a very substantial
way, the gathering will be larger and more representative
than ever.

Digitized by

Google

February

RUDDER

13

Perhaps the most interesting feature of the show will
be the exhibit of the Fairbanks-Morse Company, which
is a 200-h.p. semi-Diesel engine. This exhibit will be all
the more interesting when it is realized that it is the larg-
est single unit ever shown in an exhibition hall. It weighs
36,cxxD lb (18 tons), and the engineers who have charge
of its transportation and final placing in the exhibition
have been somewhat worried.

This year the show has been extended. In former
years it was purely an exhibition of comparatively small
craft and small engines, but many of the concerns who
specialize in small work or pleasure boats and in com-
paratively sniall engines also build large engines and large
boats and the accessories and fittings for these engines
and boats ; and in the show this year some of the larger
things will be seen. The Columbian Bronze Corporation
not only makes propellers for yachts, but also for cargo
steamers ; and in its exhibit will show one blade and the
hub of a propeller, and this part weighs 9,000 lb. The
Hyde Windlass Company will also exhibit some of the
large propellers it specializes in.

The largest yacht on the floor will be a 50- foot standard-
ized cruiser exhibited by the Elco Works which has a
large salooi^, an owner's stateroom furnished with a
double berth. This yacht is driven by a new type 7S-h.p.
four-cylinder Standard engine which gives a speed of
13 miles an hour. The Elco Works will also exhibit a

Cape Ood Power Dory

36-foot Elco Express which with a loo-h.p. Elco engine
makes 26 miles an hour. A new cruisette will be shown
in two styles, one a cabin yacht and the other an open
boat. The hulls of these two yachts and their power plant
are idlentical, but the purchaser may finish this hull in
any way he wishes without any change to the hull, decks,
engine installation, steering gear, etc. The new cruisette
is equipped with the new J. V. B. engine which develops
36 h.p. and gives a speed of 12 miles an hour.

The Consolidated Shipbuilding Corporation will ex-
hibit four boats, a 40- foot mahogany runabout with cabin
forward, a 32-foot stock mahogany runabout, a 30-foot
coupe yacht tender and a 21 -foot yacht tender as well as
a full line of Speedway engines with the exception of the
heavy duty types. The 40-foot runabout is a Sedan and
it is said to be the most handsomely constructed and
artistically finished boat ever turned out from the Morris
Heights plant.

The Luder Marine Construction Company of Stam-
ford will send down a day cruiser 50 feet long, 10 feet
wide, which will make 35 miles an hour. This boat has
accommodations for ten or twelve persons. It is of the
concave V-bottom type. It is equipped with two of the
new model dual valve-in-the-head Sterling engines of
300 h.p.

Lawley from Boston is to send to the show two of his

Toppan, Three-ln-Ona Dory

most attractive boats. Fay & Bowen will send three. The
International Shipbuilding & Engineering Corporation of
Nyack will show two 32-foot cruisers. This company is
specializing in standardized cruisers, which it will build
at moderate cost, and two of these yachts, the first built,
will attract some attention.

The Toppan boats, so well known everywhere, will be
at the show as usual. There will be a 22-foot smooth
planked dory launch, an 18-foot three-in-one power dory,
a 16-foot hydroplane and a 12-foot yacht tender. The
three-in-one dory can be driven with the i-h.p. engine,
sailed with a leg-o'-mutton sail and jib or rowed very
easily.

The Red Bank Yacht Works will exhibit a cruiser
and a runabout. The American Balsa Company will show
a large life boat and a tunnel stern boat built of steel.
The Wisconsin Motor Mfg. Company will have a novelty
in the way of a runabout with silver trimmings. With
silver at its present high price this should prove a big
attraction. The Wisconsin Company will also show its
fine line of engines.

Another life boat will be exhibited by the Mianus
Motor Works. This boat is powered with a lo-h.p. engine
which is installed in an airtight compartment. This boat
is completely equipped and will be placed on a steamship
for which it was built at the close of the show. This
company will also exhibit two-cycle engines and a new
heavy-oil engine. This will be shown in two types, a
30-h.p. double cylinder and a yyi-h.p. single cylinder.

The Albany Boat Corporation will have one or two
runabouts. The Cape Cod Shipbuilding Corporation will
show a 20-foot dory launch, a 16- foot lake and river boat
designed for inland waters, a 17- foot sailing dory, a 14-
foot boat for an outboard engine, a 12- foot flat-bottom
row boat and a lo-foot skiff.

The Aeromarine Plane & Motor Company will exhibit

(Continued on page 44)

New Bloc Ornisette, Oabln Model

Digitized by

Google

Victory Now Yacht Sebonac

rr^HE Victory, built by the Elco Works as a submarine
X chaser, is now owned by Thomas A. Howell, a mem-
ber of the New York and other yacht clubs, and is known
as the Sebonac. Sebonac is now in Southern waters, and
is to make an extended cruise among the West Indian
Islands, visiting the many sugar plantations.

Victory was built to show what could be done to
handle the submarines, and as an improvement over the
8o-footers built by the Elco works for the British and
the I ID- footers built for this country. In her trials the
new vessel showed remarkably well, being far superior
to the others in speed, in sea-keeping qualities, in accom-
modations and economically. Her trials made under the
supervision of representatives of the Navy Department
were very satisfactory, but the signing of the Armistice
ended the need of such vessels, and Victory was used as
a despatch boat in connection with the work done by the
Submarine Boat Corporation at the Newark Bay Ship-
yard.

Mr^ Howell was in need of a good fast boat. The
Elco management showed how the sub-chaser could be
transformed into a yacht very easily, and the purchase

was made. Irwin Chase, who designed the vessel, planned
a new interior arrangement, and in place of ammunition
rooms, officers' and men's mess rooms and other quarters
usually found on a naval vessel, the Sebonac has com-
fortable staterooms and quarters for a yachtsman who
wishes to make extended cruises.

The dimensions of the boat, 127 feet length over all,
125 feet load water line, 17 feet 6 inches breadth and
5 feet draught, were selected to make a craft somewhat
larger than the no- footer, in order that it might have
better sea-keeping qualities, good accommodations for
a larger crew and greater carrying power. The propor-
tions of breadth and depth to length are somewhat greater
than in the smaller boat, and the freeboard is also greater.

The lines of the underbody are the development from
a series of fourteen models. The particular model for
the Victory was towed at the University bf^Michigan
Naval Tank and showed exceptional low residuary resist-
ance at the designed trim and speed.

The main engines are built by the Standard Motor
Construction Company, and have the same cylinder
dimensions as the seven-cylinder units which were put

e

f^

£^-^^^»e>^^^>-

Profile^ Deck and Accommodation Plans of Victory Before She Waa Changed Into a Tacht. This Type of Tacht May Become Popnlar With
Those Who Want Priyate Perries to Carry Them to and Prom Their Homes and the City

Digitized by

Google

February

THEe»«

RUDDER

15

in the 80 and 1 10- footers. The Victory has twin screws
with 440 rater b.h.p. on each shaft, at 460 r.p.m. Two
six-cylinder engines, 220 h.p. each, are set tandem on
each shaft. In reaHty these two engines are one and they
are set on one base. Just how satisfactorily these work
has been demonstrated in the many trials made by the
Victory. The four engines on two shafts are better than
the three-screw arrangement in the no- footer, both as
regards efficiency of propulsion and in the maneuvering
qualities of the boat. The maximum speed obtained in
the I lofooters with 700 h.p. was 16.3 knots. That same
power drives the larger vessel 18.8 knots, and with
880 b.h.p., the rated power of the engines, over 20 knots
was obtained. The propellers, specially designed by Mr.
Chase and cast by the Columbian Bronze Corporation,
are 4 feet diameter, while in the no- footers they are
3 feet diameter.

Especial attention was paid to the stowage of the gas-
olene fuel. A nest of cylindrical steel tanks are arranged
vertically in a watertight compartment just abaft the
engine room. The total capacity, of the tanks is 4,000
gallons, which gives a cruising radius of about 2,000
miles, which is exceptional for a boat of this type. By
arranging the fuel tanks .in a vertical position in small
cylindrical tanks, no swash plates are required, and by
using air pressure to transfer the fuel from the tanks
to the engine float boxes, no openings in the bottoms of
these tanks are required. In this way the two greatest
sources of danger are eliminated. The engine trunk ex-
tends over the fuel compartment, and good ventilation
and accessibility are obtained in this manner. The tanks
are provided with riser ipies, which serve the double
purpose of filling and discharge. They are led- to the
manifold and strainer on the engine room bulkhead, as
is also the filling pipe. Just above) these valves are the
respective air valves, so that the engineer in charge has
before him all connections which are at all likely to leak,
in plain sight and readily accessible. The strainer box is
so arranged that all fuel is strained both when the tanks

are being filled and when it is being drawn to the float
boxes. It is provided with a sight gauge, so that if any
water should be forced through the strainer it may be
noticed and drawn off before its lever reaches that of
the float box fuel valves.

The Victory used a little over three gallons of fuel
per mile at ISJ^ knots, and at 17.3 knots the fuel con-
sumption was four gallons per mile.

The plans published herewith speak for themselves.
In the Victory there were accommodations for thirty-
three men. The galley was accessible to both the officers
and men's mess rooms, which counts for the comfort of
the crew. A watertight door in the forward engine room
bulkhead provides a very desirable emergency exit. The
deck arrangement was such that there was ample space
for armament, lifeboat and rafts.

The lighting equipment consists of two individual
4j4 k.w. Standard lighting sets, with a storage battery.
The whole system is of one voltage, that is, no volts,
simplifying the wiring and switchboard arrangement as
much as possible.

The cover this month shows this vessel, now known
as the Sebonac, fitted as a yacht, with masts, and flying
the American yacht ensign and her owner's private signal
and his club burgess. Another picture herewith shows her
as the Victory, a submarine chaser fitted as a war vessel.

As a yacht the interior has been changed. There are
now two double staterooms, two single staterooms and
two bathrooms aft. Forward there are two single state-
rooms, a galley and accommodations for a crew of nine
men. The dining room is on deck under the pilot house,
and is in what was originally the chart room, As origin-
ally arranged the pilot house contained the steering wheel,
the compass and the engine telegraphy Under 3iis was
the chart room, which was fitted as the officers' mess
room, with settees, table, buffet, and on one side the chart
rack.

(Oontinaed on Page 40)

Vi^ory, m She Wm Wlien Built for Uie m % Submarine OliMer. The Ctoyer Pictorei Show This Vessel Fitted Ont ai a Tacht. She ia Now the

Sobonac, Owned by Thomaa A. Howell, and ia Omialng in Southern Watera

Digitized by

Google

The Trend of Yachting

By C. D. Mower

NOW that yachtsmen are giving thought to the build-
ing of new yachts to take the place of those turned
over to the Government for war service it will be inter-
esting to see what types are developed and what the gen-
eral trend of design will be. The day of the large steam
yacht is probably past, as the almost prohibitive cost of
building vessels of this type, coupled with the cost of
keeping them in commission, and the difficulties of the
crew question, put them beyond the reach of all but a
very limited number of yachtsmen of the millionaire class.
The large power yacht of from lOO to 150 feet in

■

s

1

■

It

VIVI

SmV^

1^

" lrfl|^ -^^

— ^^^^nunvn

^^^^^ir^2

S ■ 1 1 1 t ri -

Wt^^m

Lanal, a Houieboat of Modem Type

length, driven by internal combustion engines, will un-
doubtedly take the place of the older type of steam yacht,
as every point of comparison is in favor of the motor-
driven vessel. Perhaps the best argument in favor of
the motor yacht is that owing to the greatly reduced
space occupied by the machinery an owner can get in a
motor yacht of 150 feet the accommodation of a 200- foot
steam yacht, or in a motor yacht of about 100 feet length
he may have the comfort and accommodation of a 150-
foot steam yacht. This reduction in the size of vessel for
a given amount of owner's cabin accommodation means
a great reduction in the cost of building and maintaining
a yacht suitable to an owner's requirements, and there
is also the very important consideration of size of crew
required. Not only is the crew reduced by reason of the
smaller vessel, but in addition the motor yacht requires
a smaller crew than would a steam yacht of the same

size, owing to the smaller engineroom force required.
For example, one competent man can handle the engine
of a motor yacht where the steam yacht of the same size
would require a chief engineer, assistant engineer and
two firemen.

The Diesel type of motor, using the cheaper grades
of oil fuel, makes the operating cost less than the steam-
driven yacht and avoids the very objectionable feature
of frequent coaling.

The electric drive will undoubtedly be extensively
used in the near future, as it offers many advantages, and

Weemootah, a Modem Type Baiied-Deck Oralier

wonderful opportunities from an engineering standpoint.
This equipment consists of one or more units of direct-
connected generators driven by a medium high-speed
internal combustion engine, furnishing power to a slow-
speed electric motor, direct connected to propeller shaft.
One, two or more propellers may be used and all may be
controlled from the bridge as easily as an electric auto-
mobile is operated. With this power plant practically all
noise and vibration will be eliminated, and this will add
greatly to the comfort of the owner and his guests.

A power yacht of about 100 feet, if properly designed,
is as seaworthy as the largest steam yacht and fully able
to safely cross the Atlantic if necessary. This has been
proven by the safe transatlantic passages of the no- foot
sub-chasers, which were far from being of the best de-
sign for a seagoing vessel of their size.

The power yacht can be fitted with every comfort and

^^ii^^OTHBB

, - -m 11 ^^^B

V^

g"ll

HlLf^^^!

gm

Left — ^Dining Saloon of a Modem Houseboat. Center — ^Deck Vlerw of a Modem Cruiser.

Modem Houseboat

Rlgbt — Stateroom, with Adjoining Bathroom, on a

Digitized by

Google

February

RUDDER

17

Jo7«aie. » Modem Type Seagoing Power Tscht, 100 Feet in Lengtli

luxury of the large steam yacht and offers wonderful op-
portunities for interior decoration to suit the individual
taste of the owner, or in a style distinctively nautical.

The type of hull will vary to suit the owner's require-
ments and will range from the wide, shoal draught cruis-
ing houseboat, to the narrower and deeper type designed
for off-shore cruising, and in the latter type the naval
architect has an opportunity to design a vessel of hand-
some lines with a graceful sheer and well-balanced ends
that will be pleasing to the critical eye of the most ex-
perienced yachtsman, and such a vessel should create an
impression of staunch seaworthiness that was lacking in
the old type of American steam yacht, with little free-
board, low ends and lines too fine for off-shore work.

While boats of over 100 feet will take the place of
the lai^er steam yachts, their number will be small in

comparison with the cruising power boats ranging from
50 to 100 feet in length. This range of size will cover
the requirements of the average yachtsman and offers an
opportunity to meet an owner's requirements as to ac-
commodations and to suit the individual bank account.

The average modern 50- footer will accommodate an
owner's party of four for comfortable cruising, in addi-
tion to a crew of one or two paid hands, and from this
size upward the accommodations can be increased to suit
the individual owner.

The 50- footer seems to be about the dividing line
between the power "yacht," with a paid crew, polished
brass, varnished mahogany and the elegance of yachting,
and the power "boat," where we run our own engine, do
our own navigating, fry our bacon and eggs and wash our
own dishes ; and there are many who would not give up

Ooranto, a 150 -Foot Steam Tacht of the Old Type

Digitized by

Google

i8

RUDDER

February

Plans of a 200-Foot SUam Yacht, Showing Spaco Used for Engines and Boilers

the joy of all that for the privilege of cruising in the big-
gest yacht in Lloyd's Register.

The auxiliary cruiser is a type that will gain in popu-
lar favor and there is now a noticeable tendency on the
part of men who have owned power yachts to return to
the sailing yacht, with auxiliary power, for their cruising.
This is a healthy sign, as yachting as a sport needs the
sailing craft, and the yachtsman who loves sail gets more
real pleasure out of one run under sail in a slashing
breeze, with the lee rail awash and the spray flying over
her for'ard, than he does in a season's cruising under
power.

The auxiliary offers greater accommodations than the
power craft of the same water-line length, as much less
space is devoted to machinery, but the engine is there and
ready for service when the wind fails, and the owner can

always be sure of making his port or keeping a dinner
engagement, as the case may be.

There has been some tendency to put off building
new yachts on account of the increased cost as compared
with the prices of former years, but it must be recognized
that the increase in the cost of yacht building is no greater
than it is in every other industry and is relatively less
than the increased cost of many things which we have
now grown accustomed to and accept without question.
The man who considers building should also not lose
sight of the fact that the selling value of yachts in the
secondhand market has increased in the same proportion
as the cost of new work, so that while the initial cost of
building a yacht of a given size is greater than in years
past, there is a corresponding increase in the selling value,

(Continued on Page 40)

Plans of ^ a 160-Foot Power Ornlser, Which Has Better Accommodations Than are Fonnd In the

Digitized b7v^t)OQ

The Hydrodrome Arrives

By Robert G. Skerrett

THE hydrodrome is the latest addition to nautical
craft. To put it popularly, it is a cross between the
flying machine and the hydroplane, but boasts character-
istics which are all its own. It marks the advent of a
type of high-speed vessel which may prove to have
numerous adaptations. The yachtsman, the practical-
minded man of business, and the technicist concerned in
the problems of coast defense and naval tactics will all
find plenty to interest them in this innovation in marine
architecture.

The hydrodrome, as exemplified in the HD-4, is the
outcome of ten years of research and the joint efforts of
Dr. Alexander Graham Bell and Mr. F. W. Baldwin. As
the result of their progressive studies in Dr. Bell's labora-
tory at Baddeck, Nova Scotia, the present boat has
attained the extraordinary speed of quite 71 miles an
hours. And what is more impressive, there seems no
reason why a velocity of fully a hundred miles an hour
should not be attained in the near future. Just fancy
speeding over the water at such a rate — simulating the
airplane in a measure, but without inviting many of the
risks inherent in that craft of the air. In brief, Dr. Bell
and Mr. Baldwin have called into being a near flying
boat and yet a vessel that stands quite apart from the
seaplane.

As the readers of The Rudder are well aware, the
purpose of the hydroplane is to realize high speed by
escaping to a goodly extent the resistance offered by the
water to a ship-shape hull driven through it. This end
is achieved by recourse to planing surfaces in the form
of pontoons or kindred gliding mediums, which lift tht
boat somewhat out of water and effect advance by a
skimming motion not unlike that of a richochetting oyster
shell. As a rule, the propulsive agency is a marine engine
actuating a submerged screw. From the very nature
of things, due to the angle of advance assumed by the
hydroplane at full speed, the propeller works more or
less at a disadvantage. The lift and thrust are the

product of the effort of the screw and the resistance of
the water impinging upon the frontal or under surface
of the planing area. The craft hugs the water and is
dealt a blow by every oncoming wave. In consequence,
riding in a hydroplane is pretty roughj going if even a
moderate sea be running. Exhilarating, no doubt, but
hard on the man whose teeth are not securely anchored
in his jaws.

The seaplane, when driven upon the water, presents
a pretty ticklish navigational task. There is the danger
that a sudden gust of wind may heel it over and invite
capsizing, or a wing may be smashed by the forceful
blow of an unfavorable wave upon which the craft may
not rise quickly enough. In other words, the flying
machine's fabric-covered wings are relatively fragile, and
once they are injured by contact with the water the
machine is not only crippled in its flying powers but it is
actually handicapped in making its way upon the surface
of the sea.

Fully alive to the limitations which characterize both
the hydroplane and the seaplane. Dr. Bell and Mr. Bald-
win set out to evolve a water-borne vessel which should
largely escape these drawbacks and yet possess properties
peculiar to both the air and the aquatic craft. To reach
their goal, as we shall see presently, the inventor and
the engineer have borrowed freely from the realm of
aviation. They have created a boat that just tip-toes
upon the water at full speed and then holds its hull well
aloft. They have given the world a startling demonstra-
tion of the sustaining power of extremely small areas
when traveling through or upon water at suitable angles
and velocities. Apparently, there is a closer kinship
between a flying machine's wing and an immersed plane
than has heretofore been generally recognized. We are
face to face with one of Nature's seeming paradoxes.

According to all books on physics, air and water are
radically unalike in that the former is elastic and highly
compressible while the latter is quite to the contrary.
For this reason, the reactions set up by a body moving

Th0 HD-4 Afloat and at Best. Only the outer longitadinal lectioii
«f tlie ontricger in contact -with the water is the pontoon. The rest of
the projecting stmctnTe is designed to support the port engine and to
exert a lifting moment by atmospheric reactions set np when the craft
is mnning aboye 20 mUes an hour

O Underwood & Underwood
A bow Tlew of the HO-4, showing the two main sets of hydrofoils,
which look like ladders

ogle

20

THEa">

RUDDER

February

The HD-4 being hauled up the marine railway. The ladder-like
itmctnres projecting from the forward end of the port outrigger and leen
to the left below the bottom of the craft, are the main hydrofoilf, which
bear two-thirds of the load when the hydrodrome is running at its higher
speeds

through the air are well-nigh universally assumed to be
decidedly different from those of a similar form traveling
through water. Again, because seawater is substantiali>
eight hundred times denser than air, it follows logically
that the resistance of the water should be correspondingly
greater than that of the light, elastic, and highly com-
pressible medium. The mind instinctively pictures the
need of a much more forcible thrust to drive a body
through the water than through the readily yielding
atmosphere. While such seems to be the case, Dr. Bell
has disclosed some astonishing contradictions, and he
has called these helpfully to his service in making possible
the performances of the HD-4. Before dealing with
these phenomena, it might be well to describe the general
make-up of the hydrodrome.

To begin with, the hull consists of a tubular main
body which is pointed at each end, and, broadly, this
structure resembles the modeling of a dirigible. Indeed,
the form was no doubt chosen purposely to invite a
minimum of resistance in its passage through the air
rather than because ofi its ease of propulsion upon the
water. Its shape, in short, harmonizes closely with cer-
tain wind-tunnel experiments made in France by M.
Gustave Eiffel in his study of aviation problems. The
hull is 60 feet long and is divided longitudinally by six
bulkheads. To these bulkheads are secured seven fore-
and-aft stringers, and the timbers are fastened aroimd
these stringers in a way to form continuous spirals from
bow to stem. Over the timbers are laid in straight lines
fore and aft a course of ^-inch sheathing. This plank-
ing is covered by canvas, applied spirally, and made fast
to the underlying woodwork by means of marine glue.

The HD-4 making a sharp turn at full speed. Observe that the craft
is not heeled over, and also that the bow or **preTenter set" of hydro-
foils is well clear of the water

The canvas is finished off with a coating of gray paint.
For the purpose of increasing the hull resistance to bend-
ing and torsional stresses, tihe boat is further strength-
ened by a system of fore-and-aft and diagonal steel
wires enveloping the frames.

Fifteen feet from the bow, and extending aft on
each side for a distance of sixteen feet, are two outrigger
hulls or pontoons, and these are connected to the main
body of the boat by means of cambered decks. These
decks, in turn, form supporting foundations for the two
airplane engines which are mounted on either side of
the .craft, above the hull, and abreast of the cockpit.
The cockpit, by the way, being the only opening into the
interior of the craft. As we shall appreciate presently,
the cambered decks overlying the pontoonsi are not idle
features — ^they were deliberately designed to exert a
lifting moment when the HD-4 is running with her hull
and her pontoons clear of the water. The pontoons,
however, function merely as stabilizing outriggers when
the vessel is at rest or before she acquires sufficient head-
way to lift these structures into the air.

At the forward end of the outriggers is enclosed a
5j4-inch heavy steel tube which extends unbrokenly
trough the hull from side to side; and to this sturdy
meml^r are secured the two main lateral sets of hydro-
foils which hanjg vertically downward and appear, at
first blush, like pendant ladders. There are two addi-
tional sets of hydrofoils, one at the bow and the other
a short distance forward from the tip of the stem.
The term hydrofoil has been adopted to describe the
aquatic counterpart of the aerofoil or flying-machine

(Continued on Page 41)

The hydrodrome at full speed and supported upon only the stem
and the two lateral sets of hydrofoils

Doctor Alexander Graham BeU (seated to starboard) and Mr. F.
Baldwin, at the wheel, in the cockpit of the ^9>4 |

Digitized by VnOOQ IC

High-Tension Magnetos

By E. J. WiUiams

WITH the approach of Spring the power boat en-
thusiast is again coming into his own. If the old
craft is stowed away, he begins to give her the "once
over" ; and after final inspection his decision may be such
that he will wish to consider a new boat, or the possibility
of a new power equipment; and here is where his best
judgment, gained from past experience, should be brought
into play. If it is decided to overhaul, then again con-
siderable judgment should be exercised in the matter of
discarding old equipment, which marred the enjoyment
of a perfect operating craft.

In purchasing a new boat, it should be borne in mind
that its reliability depends upon the engine; and in turn,
the reliability of the engine is principally dependent upon
the kind of equipment, chosen conicidentally, for its
necessary operation. Very often inferior accessory en-
gine equipment is bought, chiefly through ignorance of
what will give the best results, or by considerinjg^ this
phase a secondary matter. The best of engines will fail
to give the highest satisfaction if handicapped by cheap
equipment, or accessories arranged in a slipshod manner ;
and will cost considerably more in the end — not consider-
ing" the loss of pleasure through unsatisfactory perform-
ance of the boat — than it would to have had proper ap-
paratus in the beginning. As an example, many an old
engine has been condemned as fit only for the junk-heap,
when, by the addition of perfect ignition, it has given
service which has been a surprise to its owner.

Ignition is one of the most vital accessories of the
gasolene engine. It has been a matter of evolution from
the original hot tube to the present-day high development
of the high-tension magneto. How well old enthusiasts
can recall the early marine gasolene engine with make-
and-break ignition! Make-and-break ignition in those
days was the "real thing"; and, in fact, for the small
single and double cylinder slow-speed type of marine
engine, it certainly cannot be denied but that it gives a
good account of itself today for plugging along 365 days
a year, without a murmur.

With the demand for higher speed in the marine field
it was discovered that make-and-break ignition was not
fast enough, and also that it was difficult to maintain any
degree of synchronism in the firing of multi-cylinder en-
gines; and the jump-spark system of ignition, which had
become popular in the automobile field, was resorted to.
This system was severely criticised and condemned by
motor boat owners in its early career, simply because it
was not as readily understood as make-and-break igni-
tion; and further, because it required separate adjust-
ments; secondary current was not kept properly insu-
lated ; and if coil or spark plug got wet, the system was
inoperative. A little education and time demonstrated
that it was a step higher in the development of ignition,
and yet it was not perfection. The number of wires from
timer to coils and coils to plugs (the source of current
supply), sometimes any old voltage the owner wanted to

Barling ICagneto and Impulit Starter Oonpllng

Kingston Magneto and Impnlie Starter

use; rusty vibrator springs and badly oxidized contact
points — all appeared to require detail to keep ignition up
to any degree of efficiency; and the ordinary operator,
not having the time, and sometimes no knowledge, to
correct these difficulties as they arose, let things go "the
best he know how," and condemned it.

Today there is no excuse for poor ignition equipment.
Top-notch ignition apparatus exists in the latest high-
tension magneto, eliminating erratic firing, due to numer-
ous wires and delicate adjustments, by concentrating the
whole electric ignition system into one small unit, result-
ing in perfect synchronous operation of the engine. One
of the arguments occasionally heard against utilizing
magneto ignition is that it could not be started directly on
the magneto, thereby requiring only a magneto as ignition
equipment; that it was necessary to resort to the same
extra equipment of the battery jump-spark system, with
the extra timer and coil for each cylinder, and Qp€;rating ^

Digitized by VnOOQ IC

23

THEfl»*

February

Th« Impiil8« Starter OoapUng

through another set of spark plugs. As a matter of fact,
this phase of ignition was always taken care of and con-
sidered by the various magneto manufacturers by com-
bining a separate battery starting system embodied in the
magneto, thereby eliminating the necessity of a second
set of spark plugs which would be subjected to contact
with the interior of the cylinders and foul up during
idleness after starting.

Where objection was made to battery ignition as an
auxiliary means of starting, even this argument is now
overcome by the use of a magneto attachment known as
the impulse-starter coupling. This small apparatus,
which is so small that it is barely noticeable when the
magneto is attached to the engine, is arranged in the
form of a coupling on the magneto drive shaft and op-
erated by a spring. It is purely a mechanical device, and
its function is automatically to release and turn the mag-
neto armature fast enough when the engine is cranked
to produce a sufficently hot spark to ignite the gas in the
cylinder. It can, therefore, be readily understood that
with this mechanism a high efficiency spark is produced
which is not dependent upon the speed which the engine
is cranked. It is always ready to operate and requires
no adjustment. What more could be asked for, now that
all objections have been met?

This places within the reach of marine engine owners
an ideal ignition system, self-contained, without intric-
acies, and requiring no continual adjustments upon which
the proper operation of the engine is dependent. This
should also meet with ready appreciation, not only on
large engines, but those which are not easily accessible
for cranking, or permits the starting bar to move in a
small arc of movement.

To those who at present have their engines equipped
with battery jump-spark ignition systems, and from past
experiences loiow what they are liable to be "up against"

ImpnlM Starter Oonpling, Sectional View

Xieft — Interior Tiew of body. Center — Section throngh Impolie itarter.

Right— tinterlor Tiew of body

when again in commission, yet wish to retain the old
system, only one recourse is left to get satisfactory re-
sults, and that is to install a high-tension magneto, operat-
ing on a separate set of plugs.

From the writer's practical experience in the magneto
industry he has found that magneto ignition is the only
solution for most chronic ignition difficulties of the hydro-
carbon engine, whether it be in the automobile, stationary
or marine field. The symptoms attending the imsatisfac-
tory performance of an engine may not lead the owner
to believe that the ignition system is at fault, the indica-
tions leading him to believe diat the carbureter, valves or
engine as a whole is causing the difficulty experienced.

In numerous instances, by the adoption of a magneto,
it has, one might say, salvaged the power equipment as a
whole and maintained its operation for years after,
whereas it might have been discarded or disposed of as
worthless. This brings to light just one thing, and that
is the fact that the owner of a marine engine cannot
camouflage his ignition equipment and fool himself into
believing anything is good enough. One experience near
the lee shore, when a storm is brewing, is usually suffi-
cient to convince even the landluber that the best equip-
ment is none too good for an engine, especially if it is
balky just about then. Chances might be taken with an
automobile, where one can get out and walk, but where

Berling ICagneto, With Impnlf e Starter Integral With Magneto

it may be a case of swim for all hands aboard, it lends
a different view or aspect to the scene, with results which
may be far from pleasant, at least, if not the possibility of
the loss of life.

In addition to the enjoyment attendant with the pleas-
ure resulting with a marine engine equipped with perfect
ignition from a high-tension magneto, is the misfortune
of most owners to forget that he even has a magneto,
because it requires a minimum of attention. Lubrication
is about the only attention required, and this only spar-
ingly. When the engine is operated daily, only two or
three drops of light consistency machine oil — not cylinder
oil — in each of the oil wells provided, about once each
week will be sufficient. When the engine is used only
on week-end occasions, once every two weeks is often
enough. Of course, there is always to be found the ex-
ception to the rule, and this appears in the person of
the operator who knows he has a magneto and that it
should be lubricated, and persists in doing the reverse by
killing the instrument with kindness and over-lubricating
it until its proper operation is interfered with from the
interior swimming in oil. This state of affairs is just as
bad as no lubrication at all. No better advice can be
given than to follow the directions of the manufacturer.

(Oontinned on Page 43)

Digitized by

Google

30,000-Ton Dry Dock Works Well

WHAT is conceded to be the world's record in
dry docking achievement was accomplished re-
cently when the 30,000-ton floating dry dock of the Morse
Dry Dock & Repair Company of Brooklyn, N. Y., lifted
the United States Shipping Board steamer Minnesota,
the world's greatest deadweight carrier, with a cargo
capacity of 30,000 tons, excluding her reserve bunker
space.

The successful lifting of the Minnesota gave that
ship the signal honor of being the largest ship that has
as yet tested the strength of a floating dry dock. All
sections of the six-section, dock of the Morse company
were commissioned in the work of raising her hulk in
the air, and only 25 minutes of actual pumping time was
consumed.

Of twin-screw type, and 630 feet long, the Minnesota,
sister ship of the Dakota, was built in America primarily
as a cargo carrier for President James J. Hill of the
Great Northern Railway. She now has accommodations
for 2,400 steerage passengers.

The propelling machinery of the Minnesota consists
of two sets of three-cylinder vertical, triple-expansion
engines of the direct acting surface condensing type, with
cylinders 29 inches, 51 inches and 89 inches in diameter.

Her boilers, sixteen in number, are of the Niclausse
water-tube type, and were built by Stirling & Co. These
were constructed for a steam pressure of 250 tb per
square inch.

Centrifugal pumps circulating 7,000 gallons of water
per hour through the ship's condenser, are driven by
lo-h.p. motors. The ship's decks are supported by box-
shaped girders, dispensing with the portable pillars, which
is the usual practice. The Minnesota and the Dakota
were the first vessels fitted in this manner and so classed
by Lloyd's.

The establishment of such a notable record followed
close the lifting of another shipping Board steamer.
Eastern Cross, in 11 minutes' actual pumping time, and
the American Army transport Powhatan, in 22 minutes.
The speed attending the raising oof the Eastern Cross is
remarkable in view of the fact that only three sections
of the six-section dock were used and that the Eastern
Cross held 4,000 tons of general merchandise when she
was lifted. Only four sections of the dock were required
to raise the Powhatan, weighing 12,000 tons.

Exactly 1 1 minutes after the pumps started the opera-
tion of getting the Eastern Cross out of water, workmen
were busy erecting riggings and preparing to dismantle

The Ship Alejandrlna^ which rested on % reef in the Straits of Magel-
len, on the 80,000-ton floating dry doek at the Mone plant

Two modem eteamshlpi lifted and repaired almnltaneoaily. One
Boction of the Morie dock may hold a yessel while other eectLoni are
inbmerged ready for other yesBOls

Digitized by

Google

24

RUDDER

February

her broken rudder parts, which are clearly shown in the
accompanying picture.

The quick and most efficient "first aid*' treatment
administered to this ship was given in a time of urgent
need, for the vessel had sustained the broken rudder when
more than two days out at sea, with her general mer-
chandise bound for a European port. Her rudder ren-
dered useless, the ship was buffeted about by winds and
seas, and she made eight complete circles in a watch of
as many hours.

The rigging of a jury rudder was instrumental in
getting her back as far as Sandy Hook after she had
abandoned further attempt to reach Europe. Anchored
off Scotland Light, in Sandy Hook, Morse Company
tugs, Dewitt C. Ivins and Anson M. Bangs, reached her,
towing her to Brooklyn and the yards of the Morse Dry
Dock & Repair Company.

The ship's weight combined with her cargo totalled
close to 10,000 tons. While the new dry dock of the
Morse Company is capable of lifting vessels 725 feet in
length and of 30,000 tons, the raising of the Eastern
Cross by only three sections of the dock has amply
demonstrated that all six sections can give a large steam-
ship an outside hull inspection in almost a space of actual
pumping time.

As regards expediency, this big floating dry dock of
the Morse Company has given the port of New Yoric
docking facilities second to noije in the world, and a
distinctive advantage as pertains to the maintenance of
repair equipment to keep in commission a prosperous
American Merchant Marine. It proves conclusively the
claim of the Morse Company that large steamers can be
lifted in from 20 minutes to a half hour.

When the sailing ship Alejandrina came to the
Morse yards recently she occupied the big dry dock
simultaneously with a modern steamship. Thus with
two vessels, one bespeaking by her very looks the? van-
ished days of powerful sailing craft, pirates and treas-
ures, and the other communicating an impression of
modem ocean travel, the big dry dock was as a stage —
set to show the extremes of ocean navigation.

But 19 feet of doocking space remained unoccupied
as repairers worked on the Alejandrina and the steam-

T]i« Steamihip EMt«m Cross, lifted on the big dry dock in 11
minnUs after the pnmps were started

ship sharing the same dock. This was a little less room
than existed on another occasion when the United States
Shipping Board steamer Lake Fariston and the S. S.
Yarmouth, first steamship of the Black Star Line Cor-
poration, composed entirely of American negroes, occu-
pied the dock at one and the same time.

The massiveness of the dock is not altogether re-
sponsible for its sectional features. Built of six sections,
two or more sections may hold a steamer, while remain-
ing sections are submerged, ready to lift another ship.
Repair work is facilitated. Steamers come and go quickly.
What was once a matter of hours and days is reduced
to minutes.

As concerns its method of operation, the new dock
is an exact duplicate of the older dry dock of the com-
pany, which was the first electrically equipped dock in
the world, the first on which centrifugal pumps were
used for emptying it; the first on which alternating
current induction motors were used, and the first to be
equipped with an auxiliary draining system. In many

(Continued on page 43)

Largest deadweight cargo carrier, the Minnesota, entering the huge
dry dock at the Morse plant in Brooklyn

The Steamship Ifinnesota^ a SO,000-D.W.T. steamer, lifted on the
Morse dry dock in 26 minutes /^^ ^^ ^^ ^^1 ^^

Digitized by VrjOOv IC

Designs

Gawthrop, Auxiliary Schooner

The auxiliary schooner Charles S. Gawthrop is one of
the latest of a type of vessel that is becoming very popular.
This vessel, built from designs by Tarns, Lemoine &
Crane, is equipped with Winton engines, and recently had
a very successful trial running from Wilmington to Dela-
ware Breakwater. She was built by the Jackson & Sharpe
plant of the American Car & Foundry Company at Wil-
mington.

The Charles S. Gawthrop is 230 feet 3 inches length
over all. Her moulded breadth is 39 feet and her moulded
depth is 24 feet 10 inches. Her gross tonnage is 1,488 and
her deadweight capacity 1,906 tons.

The vessel is a typical four-masted schooner, but she
is powered with two 6-cylinder 12-15-16 by 18 inches
Winton Diesel engines. Particular attention was paid to
the machinery installation. All the outboard work, such
as struts, wheels, etc., are of bronze. The struts, pro-
pellers, stem bearings and stuffing boxes were furnished
by the American Manganese Bronze Company. The fuel
capacity of the vessel is 30,000 gallons, which will give a
radius under power of about 7,000 nautical miles.

On her trial trip the machinery worked admirably and
the vessel averaged 9.12 knots. The development of the
heavy oil engine will gradually drive the out-and-out sail-
ing vessel from the seas. The auxiliary power is used
only when the vessel is becalmed and when working in
and out of harbors and even in the harbor work the saving
will be quite considerable because of the high cost of
towage at the present time.

The general dimensions of the Charles S. Gawthrop

are:

Length over all 230 feet 3 inches

Length between

perpendiculars ... 210 " o "

Breadth, moulded . . 39 " o "

Depth, moulded 24 "10 "

Gross tonnage 1488 tons

Net tonnage 1,227 "

D. W. capacity 1,960 *'

Draught 23 feet 5 inches

Fuel capacity 30,000 gallons

Radius under power. 7,000 nautical miles

I^^H- 0^-^d

f^^-^n

i ^#li §-■'■

-ga~^

^ ^

ProOto tad DMk Pl«n of the AnzlUarj Sehooner OliarlM 8. Qawthrop, Bvitt Ftom DttigiiB hf Tami, Lemoine ft Orene, end Equipped Witb

Winton Engiaee. Under Power on Her Trial TMs Veiiel Ayeraged 9.12 Knots

Digitized by

Google

THE*"*
RUDDER

February

OliarloB 8. Qawthrop, One of the Latest VesBeli Equipped With Heavy-
Oil Engines aa Auxiliaries

10-Ft. Sailing Tender

The accompanying plan shows a combination rowing
and sailing tender which has been designed by C. D.
Mower to be used as a tender for the new Victory one
design class boats.

The aim has been to build a boat that will row easily,
tow well and handle well under sail and be of simple con-
struction and built strong enough to stand hard service.

They will be fitted with hoisting rings so that they can
be carried on davits of a power boat and would make a
very handy tender for a power boat.

The boats will be built by the Sound Machine Shop,
Inc., of Mamaroneck, N. Y. Information as to price may
be obtained from C. D. Mower, 347 Madison Avenue,
New York City.

This class promises to be as popular as the Victory
Class of sloops and has already been named the Victory
sailing dinghy, because several of those who have the rac-
ing sloop have also placed orders for the dink. They
will race them, too, and they promise to furnish lots of
fun. Among those who have ordered are J. S. Morgan
Jr., H. S. Morgan, Commodore James B. Ford, Clifford
D. Mallory, Edmund Fish, James D. Sparkman, and
James W. Alker.

35-Foot L. W. L. Auxiliary Sloop

A 3S-foot l.w.l. sloop has been designed by J. Murray
Watts for an Eastern yachtsman. The plans herewith
show the vessel is of the deep keel t)rpe.

The arrangement plans show unusually good accom-
modations for a 3S-footer. There is a large main saloon,
with two berths and two transom lockers. Two state-
rooms, one to port and one to starboard. A 5-foot toilet
room between the stateroom and main saloon has a door
opening into each compartment. The galley is the full
width of the boat, and has an ice-chest holding 300 tb of
ice, a four-hole Shipmate range, and the usual sink and
lockers. The crew's quarters are forward and have tran-
som lockers and two pipe berths, also crew's toilet and
wash basin.

The auxiliary power consists of a three-cylinder
Standard engine, with electric starter and lighting outfit.
This engine is installed under the bridge deck aft of the
main cabin, with the flywheel under tfie companionway
steps. These steps are arranged to slide on a rod over to
the starboard side of the cabin, giving clear access for
cranking the engine should the electric starter balk. A
large flush hatch over the engine, set in the bridge deck,
makes adjustment and repairs easy.

There is a good-sized cockpit aft, with an Edson steer-
ing wheel. All the sheets are led to this cockpit, within
easy rpach of the man at the wheel. The engine controls
are also led aft, so that the boat can be handled by one
man.

The staysail has a club on its foot, and the sheet works
on a traveler, so that the jib sheets are the only ones
shifted in coming about. The rig is simplified to the last
degree for easy handling, the sails being well inboard, and
there being no topmast or topsails carried.

The boat is finished in mahogany throughout, with the
exception of the deck, which is teak and left bright for
holystoning.

As the boat will be used around Bar Harbor the
draught is no disadvantage. Twelve tons of lead are car-
ried on the keel, making the boat uncapsizable, as she can
heel over till the water is almost up to the narrow deck
house, and spill the wind out of her sails in any ordinary

S!i'- bout &

?F=~^ ^^

J\— —y

" ■--tf*'.*----

airMMtrtK^Hif

ac»W 1 Iff. Iff-

The Victory Dinghy. Owneri of the Victory Olasa of Sloops are Having These 10-Foot Boats Bnilt and Promise Lots of Fan.

They are Mower Designed

Digitized by

Google

THE*«»tt

February RUDDER !Z

squall. This boat makes an ideal type of little wind- by Nunes Brothers of Sacramento for use as a cargo ves-
jammer for a man who likes to sail his own boat, being sel and trading schooner around the Azores Islands,
very fast and able, and having at the same time comfort- The boat is owned by Manuel Cipriano & Co. of

able quarters below. Pico, Azores, and has proven to be a fast and able vessel

The general dimensions are : under sail. For auxiliary power she is equipped with an

Length over all 55 feet 6 inches i8-h.p. two-cylinder Regal engine, which gives her a

Length, l.w.l 35 " o " speed of 6 m.p.h. under power alone, which is sufficient

Breadth 14 "8 " to carry her along in calm weather and to take her in and

Draught 7 "10 " out of harbors.

She was built in the islands, and local woods used in
gfi|| her construction. Her keel is 8 x 16-inch yellow pine,

and she is planked with i^-inch thickness of the same

A AC T?/%/%4- 'T«.«i^;«-fc*v C/%Vk /%/%«-! A«- material, over frames which are 3x4 inches at heel and

65-Foot Trading Schooner ^ ^ ^ .^^^ ^^ ^^p ^,1 ^^^^^ ^^^ ^^^^^^i ^^^^^^ ^^^

The lines of an interesting schooner, Bom Jesus, are are of chestnut and red cedar, which grows on the islands
shown, the vessel being one which was recently designed and can be gotten in any necessary shape for boat con-

5 S- «'

aj-o-

&«..i».

1 4'-B'

.B»fr

7-ltf

8mll and Aficommodstion Plaai of a 86>Foot Water-lliw AnzUiMT Sloop to Bo BnUt for an Eastom Yachtsman From Doaigns \tj J. Murray Watta

Digitized by

Google

38

THEfl^

RUDDER

February

LinM of a 66-Foot Trading Schoonor, Doilg&ed by Nonof Broi. of Baerftmoito,

stniction. The kind of cedar is said to be excellent wood
for boat frames, being light, but very tough and durable.
The light weight is a great advantage in boats in that
clime, as it is necessary to pull them ashore in the Winter,
owing to the bad storms and rough coast line.

The sailing qualities of the vessel were a specified
feature with the owners, as they expect her to depend
largely upon her canvas on long trips, and she spreads a
total of 2,750 square feet. Most of her space has been
given over to freight stowage and she can pack a total
of over 50 tons

The accommodations for the crew have not been neg-
lected, however, ample quarters being provided in the
forecastle forward and in a small cabin at the rear. The
freight space is all in the center, where the vessel also
carries a ballast of about ten tons of rock, which makes

), for Um in tho Aiorot. Her Auxiliary Powor is a Begal Engine

her very steady under a full spread of canvas in a good,

stiff sailing breeze.

The general dimensions are :

Length over all 65 feet o inches

Length load water-line . . 52 " o "

Breadth 16 " 4 "

Draught, loaded 7 " o "

47-Foot L. W. h. Auxiliary Schooner

John G. Alden has designed a 47- foot water-line aux-
iliary schooner for a member of the New York Y. C,
which is being built by Frank C. Adams at East Booth-
bay, Me. The boat is very strongly and heavily built

Oonitruction Plans of a 47-Foot Wator-lino Audliary Schooner Now Building by Ftank O. Adamt, Eaat Boothbay, Mo. Doaigns by Jolin Q, Ald«i

Digitized by VnOOQ iC

Sail PUn of the 47-Foot Water-line Schooner BnUdlnf for a Member of the New York T. 0., to Be EqiUpped With a 40-H.P. Frlshie Engine

Sectlone of the Alden Designed 47-Foot Water line Auxiliary Schooner

Digitized by

Google

30

RUDDER

February

AccommodaUoii Plans of the 47-Foot Water-line AnzUlary Schooner Designed for Omising in Labrador Waters

and designed for cruising in Labrador waters. She will
have about lo tons of outside lead ballast, and appproxi-
mately 4 tons of inside ballast. The auxiliary engine will
be a 40-h.p. Frisbie motor, located as shown on the plans.
The interior has been laid out with a great deal of care
and shows one double and two single staterooms, one of
the single staterooms having two berths. There is also
a separate engine room, captain's stateroom, and a large
galley the full width of the boat.

The bulwarks are 15 inches high at the stem, tapering
slightly aft, and a feature of the design is her fisherman
sheer. The rig is small for a boat of this power, but the
designer believes fair speed will be obtained in anything
but very light weather. For cruising along the coast a
boat of this size could easily be maintained by three paid
hands, although probably four will be carried for her trip
to Labrador .

The principal dimensions are:

Length over all 63 feet

Length water-line 47 "

Breadth, extreme 15 "

Draught 8 "

There is 6 feet i inch headroom throughout.

A Small Auxiliary Schooner

The accompanying plans from the hand of Charles D.
Mower show an interesting small auxiliary, fitted with a
schooner rig that will appeal to yatchtsmen who want a,
boat large enough to give comfortable living accommoda-
tions for two persons and one that can be handled without
a paid crew. The small rig makes her a one-man boat
and the engine will be fitted with deck controls so that
she is a real single-hander, either under sail or power.
The cabin plan is laid out to meet the requirements of an

owner who lives aboard with his wife for the entire
season. The sofas in the main cabin will be used for
berths, as the owner and an occasional guest can be put
up in the spare berth alongside the companionway steps.
The cabin has two large closets fitted with shelves, so that
ample space for storing clothes is provided. The galley
is large and well ventilated by deck hatch and port lights.
The toilet is aft of the main cabin in the starboard side.
The engine will be a two-cylinder i6-h.p. Frisbie, which
will give a speed of about 9 miles per hour.

An interesting feature of the design is the way the
side has been carried up to give full headroom under
a flush deck and carried aft to form the rail on either
side of the cockpit, instead of making a break in the
sheer line, as is usual in boats of the raised-deck type.

The boat will be painted black up to the lower guard
and white from guard to sheer line, so that she will not
look too high-sided.

SaU Plan of a Small Aoziliary Schooner Designed by Oharlei D. Mow^

o

February

RUDDER

31

LliMS of a 31-Foot 6-Incb Water-line Auxiliary Schooner, Which Will Accommodate Two Penoni Comfortably

The design is rather a novelty, but is interesting, as it
shows the ideas of a man who has owned a good many
boats, worked out by a designer able, and, as is not always
the case, willing to carry out and develop the individual
ideas of an owner. She is a boat that will go anywhere,
in any kind of weather, and always be dry and comfort-
able.

Her dimensions are:

Length over all 37 feet o inches

Length water-line 31 " 6 "

Breadth 11 " 6 "

Draught 5 " o "

Sail area 407 square feet

Oonitniotion, Section and Body Plant of the Mower Deel<ne4 Small AozUlary Schooner

Digitized by

Google

Arruigdment PUn of the Mower Doilgnod Small AnzUlary Schoonor

m

Profiles. Ontboard and Inboard, of the Hylda, J. EL. L. Bois's Omlser, Wblch is Equipped With Two Model FS Bix-Oylinder Sterling Engines

Digitized by

Google

February

RUDDER

33

Interior of J. K. L. Soss'i Ominr Hylda, Designed by Tarns, Lemolne k
Orane, Plans of Wlilch are Printed Herewith

Engine Boom of Hlyda, Showing Two Model FS Slx-Oylinder Sterling
Engines, Which Develop 130 to 145 H.P. Each

Hylda, a 45-Foot Cruiser

One of the most attractive of the small cruisers built
last year was the Hylda, owned by J. K. L. Ross of
Montreal. This vessel is a 45-foot round bilge cruiser.
It was designed by Tams, Lemoine & Crane and built by
Wood & McClure, at West Mystic, Conn. The yacht is
well and staunchly built, the frames being of oak and
the planking mahogany, copper fastened.

The crew's quarters are forward. Next aft is the
engine space, which is under the bridge deck. Fuel tanks
to hold 375 gallons are at the after end of the engine
space. N^ext is the galley, which is well fitted and which
connects with the saloon by a small passageway on the
port side of which is a toilet room and on the opposite
side a wardrobe.

The saloon is fitted with two transom berths and a
drop leaf table. Th6 saloon is entered by stairs from the
cockpit, which is 8 feet long and is fitted with a thwart
seat at the after end and a steering step on the port side.
The Hylda can also be handled from the bridge deck,
where all engine controls lead, and is a one-man boat.

The yacht is lighted by electricity, a 32-volt Delco

plant with storage batteries being installed. The water
tank capacity is 75 gallons.

The yacht is driven by two Model FS, six-cylinder,
130-145 h.p. Sterling engines, which drive twin screws
and give a speed of 23 miles an hour.
The general dimensions are:

Length over all 48 feet 4>4 inches

Length, water line 48 " o

Breadth 9 " 6

Draught 2 " 9 "

EASTERN Y. C. OFFICERS
The annual meeting of the Eastern Y. C. was held in the
Union Club, Boston, on January 13th. The following officers
were elected: Commodore, Herbert M. Sears, auxiliary schooner
Constellation; vice-commodore, Charles Francis Adams, cutter
Azor; rear-commodore, John S. Lawrence, sloop Squaw; secre-
tary, Henry Taggard; treasurer, Stephen W. Sleeper; members
of council at large, Frank B. McQueston, Arthur Winslow;
regatta committee Charles E. Hodges, Henry A. Morss, Caleb
Loring, John S. Harrold; committee on admissions, Robert A.
Lesson, Bayard Tuckerman Jr., E. N. Wrightington, Charles P.
Curtis Jr.; house committee, Francis A. Seamans, Parker H.
Kemble, Henry W. Belknap, Daniell K. Snow, Ames Nowell.

Bljda, a 48-Foot Baisod-Deck OrnlMr, Built by Wood k McOlnre, Wett Mystt<\ Ooon., for J. K. U Bois, Montroal^ Ftom Deilgns by Tuns,

Lemolno k Orane. With Storllng Engines It Makof 23 MUof an Hour

Digitized by

Google

34

RUDDER

February

RUDDEP

[Title Reciitered U. S. Pat. Office]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur F. Aldridge. President; Andrew Paterson, Vice-President and Business

Manager: James R. Thomson. Treasurer: Arthur deZ. Patton. Secretary

Enttrtd at New York Post Office as Secmul-Class Maittr

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00

i.oo

.25

Tbk RuDDzs'can be procured or subscribed for at following Foreign Agencies:
THE INTEBNATIONAL NEW& 00^ 6 BrMins Bnlldlng, Oliuioery Lui«»

London, E. O.
BBBMTAHO'S, 36 Are d« rOpera» Parii, Ftance
OOBDON ft OOTOH. Sydney. Anstrallft
Or at any BookataU

Yachting Boom Has Come

After three years of inactivity, years of the wai,
yachting is again coming into its own. The boom has
come. Yachting is again to be the popular sport and
pastime. There is every evidence that this boom has
come to stay and to grow. Being a yachting magazine,
The Rudder hastens to help the boom and to do every-
thing in its power to make the revival of the best, the
cleanest and the healthiest sport as big as possible.

At any cost the yachtsman must have his yachting.
Perhaps he cannot afford to own and commission -a vessel
as large as he did before the war, but he is going to
enjoy his favorite sport just the same. He may have
to operate a smaller craft. Instead of a 200-foot steamer
he will have a lOO-foot power yacht, which will give him
just as much accommodation as the steamer did and be
more economical to run. He may have to be content
with a so-foot cruiser instead of one 100 feet long, but
he will have his sport just the same.

And so the outlook now for a big boom in yachting
is brighter than ever. Yachts are being built in many
of the yards. Old ones and more particularly those that
were used for war purposes have been sold by the Navy
at very reasonable prices. These are being overhauled
and fitted out with new engines in many instances and
they will be commissioned. All this makes the outlook
very bright. High prices have been a bugbear to the
majority, but we are getting used to them and we are
confident that they will not be as higH as they are now
much longer; and as they are reduced, yacht building
and the engine industry will boom.

The Rudder has in the past two years, or since the
-war began, followed a policy that has been commended
generally. When the yachtsmen went to the war and in
a very patriotic way turned their yachts over to the
Government to be used in the defence of the country,
there was no yachting to write about. The Ri^dder then
lent its influence to stimulate the building of ships, which
were needed so badly, and printed articles about the ships,
the work in the shipbuilding yards, and helped to create

an interest in. seamanship, so that there would be crews
ready to man the ships as soon as they were built. The
ships were buih, thousands of them, so that now the
United States can boast of a fine merchant marine.

Following this The Rudder paid much attention to
the many shipping problems that have presented them-
selves to the United States Shipping Board and to the
ship owners and operators of the country. Its articles,
particularly those by Mr. Henry C. Wiltbank, have at-
tracted attention all over the world and have been quoted
extensively. These articles and others have done a good
work.

Now the time has come for The Rudder to get back
to first principles. It always has been a yachting maga-
zine, except for the period of the war and during the
period of reconstruction. It is known wherever* vessels
sail or steam as a leading authority on all matters per-
taining to yachts, yacht racing or yacht sailing. It does
not matter whether the yacht be propelled by a gas
engine, a steam engine or by sails.

All its interests w-ill now be devoted to yachting in
the fullest sense of that word. The readers of The
Rudder will find in its pages articles of interest to all.
Those articles will be written by able authorities, and
every effort will be made to stimulate interest in the
sport and to put it back on the high plane it enjoyed
before the war.

The Tax on Yachts

The 10% tax on yachts is a hard burden to bear and
the only way to 'obtain relief is to keep on hammering
away at our United States Senators and Representatives
in Congress and to bring every possible influence to bear
on them.

The Legislation Committee of the National Associa-
tion of Engine and Boat Manufacturers,, of which George
F. Lawley is chairman, recently forwarded to Washing-
ton certain statistics and other testimony which had been
gathered from boat builders which showed the harmful
effect the tax had on the industry. At the same time the
committee made a request upon Representative J. W.
Fordney, chairman of the Committee on Ways and
Means, for a hearing on the subject.

Mr. Fordney replied as follows:

Great pressure is brought to bear upon the committee for
hearings on numerous items of taxation in the Revenue Act of
IQ18, and many have been assured that when hearings were
opened they would be afforded an opportunity to be heard. The
committee is endeavoring to follow a consistent policy, and in
so doing, does not see its way clear to grant hearings on the
various rates in the Revenue laws at this time.

I realize your anxiety in this matter, but wish to assure
you the relief you desire is not being forgotten. The whole
subject is receiving very earnest consideration and I sincerely
hope some beneficial changes can be accomplished, but, as has
been explained before, at this time current expenditures of the
Government are considerably in excess of revenue receipts and
the Treasury Department is opposing the repeal of any taxes
no\t' in force unless some new source of revenue can be found.

Give the Designers a Chance

The one-design classes are popular for several reasons.
By building several from the same plans the cost is, of
course, reduced considerably and a yachtsman is able to
get a much better vessel than he would have had for the

Digitized by

Google

February

RUDDER

35

same money had the yacht been built specially for him.
The price of the boats is usually maintained because in
a popular class there are always many who are anxious
to buy because they are assured good sport. Then, the
one-design class are educators. The boats are identical
in every detail and in order to win one must be a clever
sailor and must also keep his yacht in the best possible
racing condition. The one-design classes have done more
to develop keen and clever yachtsmen than anything else.
They, however, do not do much for the designer.
Should a designer get a commission to build several boats
of one design which are to be governed by special rules
he does not have to design the fastest boat possible, be-
cause with the speed relatively the same, the sport will be
just as interesting no matter what speed they can make.
What would be better for the sport generally is to develop
the existing regular classes or to promote a restricted
class. If a good restricted class were promoted, yachts-
men would place orders with different designers, with
the result that the keenest competition would result and
other elements besides skill in handling would enter into
the competitions. Such a class would do much to find out
who our most clever designers are.

Standardized Yachts

What has made yachting costly is that those who
have built or purchased yachts have always wanted
their own fads and fancies embodied in the design
and the arrangement. A designer may plan a good,
serviceable, well-arranged vessel, but when offered to a
prospective purchaser he will want a bathroom here, a
double-berthed stateroom there, lockers in other places;
and so the original plans are changed and naturally the
cost increases. These changes have often been made
after the builder has started work, and of course changes
mean increased costs. Of course when a yachtsman ex-
pects to spend several thousand for a yacht which is
really to be his summer home he wants certain accommo-
dations and arrangements just as he would were he build-
ing a house.

It is with the small craft, however, the small, compact
cruiser, that so much is spent unnecessarily; and it is
with vessels of this type that standardization would mean
so much.

Some years ago the Electric Launch Company at
Bayonne built seyeral hundred small boats for the War
Department. Because of the quantity produced the cost
was much lower than was usual for that type of boat.
This fleet of boats may be called the forerunner of the
standardized boat and it was only logical that Henry R.
Sutphen, then manager of the Electric Launch Company,
should have seen the possibilities of quantity production
in yachts and developed things along that line.

Several yachts of different types have been built by
the Elco Works, as the company is now called, but the
demand has not been great enough to materially reduce
the cost. The cruisette was one of these and if these
boats could have been turned out in fifties or hundreds
the cost would have been cut one-half.

Then came the war, and with it the order to build
the M. L.'s for the British. When Mr. Sutphen was
asked what his company could do, he timorously sug-
gested fifty boats, and when five hundred was asked
for he did a lot of thinking before undertaking the job.
How successful' that task was is now a matter of history.

When this country entered the war and ships were
needed the standardized ship, built by fabricated
methods, seemed possible to Mr. Sutphen and the result
has been the big work done at the Newark Bay and
other plants.

Now the war is over and it is only natural that the
company that has done so much in quantity production
should progress still further, and this time the yachtsmen
are to benefit and benefit very considerably.

The automobile builders have each one standard
type of chassis and to that chassis fit different bodies,
according to the requirements of the purchaser. These
bodies, too, are standardized. This system is to be ap-
plied to yacht building at the Elco Works and two of
the boats are to be exhibited at the coming power boat
show.

A new cruisette has been designed, built and tried.
The model is one that is adaptable to any use the pur-
chaser may wish. The hull, power plant, and installa-
tion, steering gear, decks, etc., are the same. This may
be termed the chassis and on it any form of upper
works the purchaser may require can be built. It may
be a cabin, a standing roof, an open boat for day out-
ings, or it may be a work boat. Any local mechanic can
convert the open model into the type wanted, or it may
be done at the Elco yard.

This whole idea is an innovation and it is thought
that many will take advantage of it, because it will en-
able them to have a good cruiser or an open boat 32 feet
long much cheaper than such a boat could be built for
under ordinary ways of building.

Now is the Time to Buy or Sell

The demand for boats just now far exceeds the
supply. Very few yachts have been built in the past
four years. Many of those well known before the war
were used by the Navy Department, and a large propor-
tion of those are not now suited for yachting imless
practically rebuilt. The demand for yachts of all types
is steadily increasing and the wise man will buy now
while he has the opportunity rather than wait until the
season is close at hand. Prices will then be higher and
the supply less than it is now.

Those yachtsmen who are contemplating building,
too, should place their orders at once. The work in
the yards is increasing every day and in some plants now
more orders cannot be taken until the Summer. The
wise man will order or buy now, whether it is a boat or
an engine.

Ding, a 51 -Foot OrniBer Owned by Dnstin Farnum. Designed and BuUt by

Fellows ft Stewart, Wilmington, Oal., and Eqoipped With Two Model F8

Bix-Oylinder 130-145 H.P. Sterling Engines; Speed 24 M.P.H.

Digitized by

Google

Internal Explosion and Internal Com-
bustion Marine Oil Engines

By Charles Desmond

AN internal explosion engine is one in which a prop-
erly proportioned and compressed mixture of air
and fuel is ignited and exploded inside the cylinder, or
cylinders, by means of an electric spark, hot tube, or
hot bulb; and an internal combustion engine is one in
which the properly proportioned and compressed air and
fuel is ignited spontaneously and burnt slowly by heat
generated by compressing the air.

Engines of the first type operate under what is termed
low compressions — 60 to no lb — when either gasolene,
kerosene, benzol, alcohol or light distillate is used; and
engines of the second type operate under high compres-
sion, about 500 lb, and use crude oil.

The working cycle of operations is alike in both types,
intake, compression, impulse and exhaust following each
other in succession, the cycle of operations being per-
formed in either two or four movements of piston, de-
pending upon whether engine is a two or a four-stroke
one. The difference in type is due to what occurs inside
cylinder during an impulse stroke; in the internal ex-
plosion engine the previously mixed air and fuel is ignited,
or "exploded," at or near to the beginning of an impulse
stroke, and in the internal combustion type of engine the
fuel is introduced into the cylinder after the pure air
is pre-heated, by compression, to a point that will cause
the fuel to ignite and burn when it is sprayed into and
mixed with the heated air. This spraying and mixing re-
sults in a more gradual burning, or consuming of the
"charge," and instead of the resulting impulse being like
a blow it is a gradually increasing pressure impulse.

Engines using gasolene fuel and electric igniters are
the most efficient of the marine internal explosion en-

40-H.P. OuUwten Orel Engine. Tlie illnstration shows water-cool-
ing system for main bearings, water-cooled thrast bearings, electric-
starting ping, thermometers indicating water temperatare, force-feed
Inbricatlng system, and reverse gear. The two cylinders are made in
sisef from 30 to 110 H.P.

gines, and Diesel engines using crude oil as fuel are the
most efficient of the internal combustion type.

These are the true and distinctive types, but between
them there is a type of engine, named by some makers
semi-Diesel, which operates under medium high compres-
sion— 100 to 260 lb — ^and uses distillate, gas-oil, fuel-oil,
or crude oil, the oil being sprayed into the cylinder dur-
ing the compression stroke and ignited by means of a hot
bulb or spark. The impulse in these engines is partly
explosive and partly combustive.

Before I proceed to explain some of the things that
make one engine more efficient than another, and the
good and bad features of engines of both types, I will
briefly describe the various fuels named above and the
characteristics of each.

Crude Oil is a mineral product obtained by pumping
or by natural pressure from wells or pockets some dis-
tance below the surface of the earth. Crude oil is a
physical mixture of different compounds of the element
carbon and the element hydrogen, with a small percent-
age of oxygen and a varying number of impurities, such
as sulphur, nitrogen and metallic salts. The percentage

Fairbanks-Morse 100-H.P. Hea^y Oil Engine

of each element and the specific gravity of the oil varies
in different localities ; and in addition to this, crude oils
may have either a parafine or an asphaltum base. Nearly
all our Texas and California oils have an asphaltum base,
and those from Pennsylvania and other Eastern and Cen-
tral States have a parafine base.

Crude oil being a compound mixture of hydro-carbons,
each of which has a different boiling point, it is possible
to separate the different hydro-carbons by heating, vapor-
izing and distilling the crude product. When crude oil
is heated in a closed still, the lighter products will vaporize
first, and if when these have passed off the heat is in-
creased sufficient to vaporize the next heavier product,
it will, in its turn, vaporize and then by still further in-
creasing temperature the next heavier product is vapor-
ized, and so on, until the distillates of different gravities
are properly separated. The separated products can now
be separately distilled and purified, and the resulting
products are the gasolene, kerosene, gas-oil, distillate,
fuel-oil, etc.

Remember that I have only mentioned the distillates
that can be used as fuel for internal explosion and corn-

Digitized by

Google

February

RUDDER

37

bustion engines. Each refined product has physical prop-
erties that seemingly belong to that one product and no
other, and the temperatures at which the oil will vaporize,
at which vapor given off by the oil will "flash" into flame
(named the flash point), at which the oil itself will "fire,"
or ignite (named the fire point), and at which the oil will
boil (named the initial boiling point), is not the same for
any two of the separated and distilled products named;
and in addition to this the gravity of each fuel is different.
The lower the temperature at which a fuel will distill,
the lower the flash, firing, and boiling points are, and the
more volatile the fuel is ; and as the order of distillation
is gasolene, benzol, distillate (from California and west-
em oils), kerosene, fuel oil and crude oil, this also is the
order of their relative volatility, or the ease with which
they can be vaporized and mixed with air.

It is, however, important to bear in mind that no mat-
ter how easy it is to vaporize and ignite any of the oil
distillates mentioned, none of them will actually explode
until mixed with a proper and sufficient amount of air, the
amount required varying with each kind of fuel.

As I have mentioned Specific Gravity I will briefly
explain its meaning.

Specific Gravity is the ratio of the weight of a solid,
or liquid, substance to that of an equal volume of fresh
water at 60° Fahrenheit. As volume of a liquid varies
with temperature, a standard temperature of 60° Fahren-
heit is maintained when determining the specific gravity
of liquids. The weight of a United States gallon of fresh
water at 60° Fahrenheit is 8.328 tb, and, of course, the
specific gravity of water is i.ooo.

If it is desired to ascertain the specific gravity of a
gasolene that weighs 5.976 lb per gallon, all that is neces-
sary is to divide the weight of the gasolene per gallon by
the weight of water per gallon.

5.976

= 0.7179, the specific gravity of the gasolene.

8.328

This means that the gasolene weight is 7179/1000 as
much as water. The specific gravity of crude oils varies
considerably, some of the lighter oils obtained from Penn-
sylvania being as low as 0.800, and some of the Texas
and California ones being over 0.900. The specific grav-
ity of the various distillates obtained from these oils
varies in like proportions.

Very often one reads that the gravity of a certain fuel,
such as a gasolene, is 65** Baume. This means that the
gravity is ascertained by an instrument named a Baume
hydrometer is 65°. A Baume hydrometer for liquids
lighter than water consists of a closed glass tube having
a weighted bulb at one end. On this tube is marked a
series of divisions, or scale, each dividing mark repre-
senting one degree Be.

When it is desired to ascertain the Be gravity of a
liquid the hydrometer is allowed to float freely in a test
glass full of the liquid, care being taken to have the liquid
a certain standard temperature (usually 60**). The hydro-
meter will sink in the liquid a ereater or less distance,
depending upon the liquid's specific gravity. The lighter
the liquid relative to water, the deeper the hydrometer
will sink. By reading the figure at the point where the
surface of liquid intersects scale the Be gravity of the
liquid is ascertained. For liquids lighter than water, such
as gasolene and oils, the scale begins at 10° Be ; in other
words, the Be gravity of water is 10**.*

* A different scale is used for liquids heavier than water.
(To be Continued)

A Buflalo Once More
Wins Reliability Test

JOSEPHINE, owned by Carl
J Reischel, Erie, Pa., and chartered
by EL H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby sJso
winning the famous Scripps Cup.

Josephine is powered with a 40-60
h.p. Buffalo Engine.

The Scripps Cup was offered
several years ago as the prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it ?

The Buffalo Gasolene Motor Co.

1311-23 Niagara St., Buffalo, N.Y.

Hagan el favor mencionar el RUDDER cnando escriyen

38

^^^^scon^A

RUDDER

February

Whii'y&urSafetqMds
Cost to the Wisconsin

ONLY a power craft wirh a dependabie engine can
be safe — and tlic Wisconsin is dcpeadability to
the last ounce of metal.
This dependabiliiy means added initial cost — fitting, ad-
justing, running -in, testing and rigid inspecting — high-
priced workmanship. But in the end you get a master
motor, capable of meeting any emergency with aurplua
power — a motor whose very dependability gives it a
low ultimate cost. Write for specifications,
WitcoBJiii Motor BHf. Co., Station A, Dept, 3^3, MUwiukee, Wii,

DISTRIBUTORS J

New York Branch j T* M. Penner, IX Park Row»

Factory Representative.

CAUforria DliitTlbiitor: Eicirt P. Caoper Co,. Lofl Angeles, Cal

Horthw«#t Oifttribuli?r;: Chiindler-DunUp Co,

Si;attl«^ WaBh,

"^BRBNNAN STANDARD MOTORS^

Medium and Haavy Duty, 16 to 100- H. P. %

When you buy a Brennan Motor you get a complete outfit ready
to run. The unusual size of the bearings, large valves and long stroke
insure power and continuous service under all conditions. Very eco-
. nomiral in fuel consumption.

Our New Model B Unit Power Plant is one of the finest engines
ever produced. No expense has been spared in developing it to the
^ smallest detail and we honestly believe its equal docs not exist. Let us ^
send you further detsils.
<a^ BRENNAN MOTOR MANUrACRJRIWQ COMPANY. SVRACUSg. N. Y.

MEDIUM HEAVY-DUTY TYPE

S-IN. STROKI

•• N.P. 4VIN. aoiii

KarosM*. DistOUto «r GaaoUa* FmI

WriU Us Y0ur Rtfuirtmtmts

TUB 0<AY k PRIOR MACBIWE CO.. Car. Wiadsar wU SaflIsM Sta.« Bartlsrt, Cmi.

I0l«7g N.P.

The Motor
that crossed
the Atlantic:'

SCRIPPS MOTOR CO.

632 Lincoln Ava.. Detroit. U. S. A.

^X

The

Harthan Propeller

HAS NO SUPERIOR for both
speed and cruiser work

SEND FOR PARTICULARS

McParland foundry & Machine Co.,

• Trenton, N. J., U. 8* A.

Si prega far menzione del

America's Cup Races

The first race of the series for the America's Cup
will be sailed on Thursday, July 15th, and the course
will be off Sandy Hook. This is the announcement
made by Sir Thomas Lipton, who is the representative
of the Royal Ulster Y. C, the challenger for the Cup.
The New York Y. C. has made no announcement yet.
After much correspondence with the Royal Ulster Y. C,
it has finally agreed with the challengers on the condi-
tions to govern the next series of races. It seems that
as soon as the Royal Ulster Y. C. received the papers
from the New York Y. C. it notified Sir Thomas Lipton
of the conditions agreed on and he at once made them
public. Until the New York Y. C. receives an agree-
ment from the challenging club no official announcement
will be made.

Now that the dates and conditions are agreed on
the work of defending the Cup will proceed. While
there has been some delay in arranging the terms of the
match the challenger and the defenders have not been
idle. Resolute and Vanitie will be tried out again. They
sailed races in 1914 and again in 191 5, and in each of
those years the Resolute proved to be the faster' boat.
Some yachtsmen think that Vanitie can be made to beat
the Herreshoff boat, and so Vanitie will be commissioned
and sailed as often as possible in order to develop the
best sailing qualities of the Resolute.

Charles Francis Adams will be the helmsman of the
Resolute. Robert W. Emmons 2d will be the managing
owner, and the amateurs who will assist in the handling
of the yacht will be those who have been on the yacht
in former seasons, with the exception of Rear-Commo-
dore George Nichols, who is to have charge of the
Vanitie. He will be assisted in that task by Sherman
Hoyt.

The Resolute is at Bristol and the Vanitie is at City
Island. Alexander S. Cochran, the owner of the Vanitie,
turned the yacht over to a syndicate of New York Y. C.
members who wnll defray the cost of racing the yacht
and will also have some changes made that may improve
its speed.

It is said for one thing that a higher rig will be put
on the yacht. That will mean a new mast and spars and
many new sails. An idea of the cost of this work is
shown in the price of sails today. A suit of Ratsey-made
sails, just working sails, no kites, for the Cup defenders
cost $12,000. Resolute has several suits, some of which
may be used, but if any material change is made in her
sail plan these will be useless.

Lots of good hard work will be done to get the yachts
in shape by July iSth. Two months is a very short time
to get a racing yacht in trim; and to have two months
means that racing will T)egin early in May. Just what
program will be arranged has not yet been determined,
but it is safe to say that the two aspirants for Cup honors
will be tried out as often as it is possible in the short
time they have for such work.

The challenger will be tried against the 75-metre
yacht Shamrock. That trial yacht is now being very
much improved under the supervision of William Fife
and will be sent across the Atlantic as soon as the weather
will permit.

RATHER TIGHT
A salesman of an engine firm recently remarked that mem-
bers of the firm were so tight, that twelve of them could sit
on a brick. C^ r^r^r^\r>

RUDDER quando scrivctc Digitized by VnOOQ IC

Kermath Engines are Everywhere Meeting
With a Growing Demand

ISN'T it a significant fact that
sixty per cent of the country's
boat builders should recommend
Kermath Marine Engines?

There must be reasons for such
expert endorsement. Certainly
these builders are going to be
careful as to which Engine they
standardize on. Their own rep-
utation must be upheld.

They tell us they feel safe in
recommending Kermath Marine
Engines to their customers
because they know these engines
can be counted on to keep running
just as long as oil and gas are
supplied — vibration is reduced,
thus ensuring long life. Kermath
Engines are sure to prove efficient
in operation.

These are some of the reasons
why Kermaths have been so
generally accepted as "America's
Standard Four Cycle Engine".

Make the acquaintance of the
livest dealer in your section. He
is a good man to know. You will
find him selling Kermath Marine
Engines and an expert in his line.

Kermath Marine Engines are
offered in a complete line, prices
ranging from $400.00 to $550.00
according to equipment included.

We will be glad to send you
copy of a new circular which
contains a lot of valuable marine
engine facts.

Address Dept. "M"

A Kermath
Always Runs'

KERMATH Mr< Co

m:zckicam.j by Google

40

RUDDER

February

SHIPMATE RANGES

Larsest Size
No limit to length

Smallest Size
Body 18K inches Ions

'*Lay back and get your muscles up for ghosting
through the Doldrums /**

So they sang: on the old windjammers when
they came up with the calm latitudes. But hauling:
yards around and sweating: sheets and halliards g:ave
them rare appetites and there was no ** starvation
and ease" on the hooker that sported a SHIPMATE
in her g:alley. Now, as then, the SHIPMATE still
plays its part in turning: out meals for hung:ry sail-
ormen.

Made by
THE STAMFORD FOUNDRY COMPANY
Eatabiishcd 1830 Stamford, Conn.

.0 O'^'

Steer a Straight Course for
Dependable Marine Hardware

ASK your dealer for ^ Fittings. Tunc and deep sea service
^^^-^ have proved thai you can safely trust life, property and
pleasure to anything stamped ftt

^^ SINGLE POST

AUTO STEERER

is a product of that skillful workmanship always
charactoistic of the 4^ hoe. Similar in con-
struction to other A Steerersof the same type,
but lower in price. Model M is eauipped with
spark and throttle controls, wooden drum,
3-spoke spider, laminated maple,
stained imitation mahogany. Well
and accurately made. Especially
recommended for small boats.
Then we also make high-grade
Auto and Bridge Deck Si
for runabouts, aulc
boats and cruisers.

IT PAYS TO BUY
OUR KIND

Get This
Useful Book

**Sea Craft Soc^MtioBS and
SqppUm"-

287 piECt. Full of useful ideit.
Tellt how to box the compits and
whit is proper Ground Tickle;
Siret hints on Steering Geir.etc.
Sent only on receipt of 50 cts.

Wilcox, Crittenden & Co., Inc.

120 Soath Main St. Middletown, Conn.

Victory, Now Yacht Sebonac

(Continued from Pase 15)

The Sebonac, as the yacht is now known, on her trip
south has done even better than she did on her trial trips
as a submarine chaser. Her captairr reported that run-
ning from Charleston to Jacksonville at a cruising^ speed
of 15.2 knots she averaged 33 gallons of gasolene an
hour, which is a Httle more than 2 gallons per mile.
Thirty thousand gallons of fuel have been shipped to port
in the Caribbean to supply the Sebonac for her long
cruise.

Another vessel of this model and t)rpe is to be built
by the Elco Works at Bayonne at once, and there is
little doubt that it will be snapped up as soon as it is com-
pleted by some yachtsman who is looking for a yacht that
can be used as a fast ferry to carry him from his
country home to the city, and who also wishes to have
accommodations so that he can make extended cruises
when he wishes.

The Principal Dimensions

Length over all 137 feet o inches

Length l.w.l 125 *• o "

Breadth 17 " 6 "

Depth 10 " 7H"

Draught 5 " o "

Displacement, trial trim 90 tons

Freeboard, forward 9 feet 1 1^2 "

Freeboard, least 5 " 01/2 **

Freeboard, aft 5 " ii^^ **

Tons, per inch 3.3 tons

Power Plant — Twin Screw

Main engines 2 12-cyl., bore 10 in., stroke 11 in.

Auxiliaries 3 41^ K.W.

Propellers 2 48 in. D. x 63 in. P.

Fuel capacity 4,000 gallons

Speed 30 knots

Radius, full speed 770 miles

Radius, 12 knots 2,180 *'

Fresh water 900 gallons

The Trend of Yachting

(Cob tinned from Page 13)

and with the existing shortage of available secondhand
yachts, due to war conditions, there is a ready market for
the owner who may, for any reason, wish to sell.

It is the writer's opinic«i that the future has in store
the greatest boom yachting has ever known, and that it
will be along sane and healthy lines, that will put the
sport on a firmer foundation than it has ever before
known.

Charles Houch has been elected commodore of the Little
Neck Bay Y. C. to succeed Henry W. Medicus. A. Norman
Issertell is vice commodore and John F. Collins rear commodore..
Other officers are: fleet captain, Charles Schmidt; secretary,
Theodore M. Purcell; measurer, Russell B. Collins; fleet sur-
geon, Dr. H. B. Allen.

REED'S SEAMANSHIP

One of the most instnictiTe books in print.

It covers all branches of seamanship..

PRICE, fS.OO,

THE RUDDER PUBLISHING CO. 9 Murray St., New York

Konkokosha ni otegami onsashidashi no taiwa dose RUDDER nite goran no mane onkakisoe nei

iSaimaw Lv^

February

THEfl«B

RUDDER

41

The Hydrodromc Arrives

* (Oontinued from Page 20)

wing. That is to say, these shutter-like units have a
curved or cambered cross section, are made of steel,
and exert a rising or lifting impulse, when advancing
through the water, that is strikingly akin to the action
of the aerofoil when moving through the atmosphere.

The hydrofoils are mounted between strong steel
struts, and in length they diminish from the upper course
downward. The two side sets and the stem set are the
prime supporting members when the HD-4 is being
driven at a speed of 20 miles an hour and upward. The
after hydrofoils are attached to a revolvable vertical
shaft, and this horizontal motion suffices to turn the
narrow surfaces of the struts into a steering medium.
The boat does carry an air rudder, which can be seen
rising above the crown of the hull aft, and this is placed
where it will be in the wake of the back blast from the
airplane propellers. The rudder action, however, of the
after hydrofoils is probably ample enough for naviga-
tional purposes. The bow hydrofoils, known as the "pre-
venter set", help somewhat to lift the hull aloft while
acquiring headway, but at full speed these foils are well
out of the water. However, when driving into a seaway
these foils exert a buoyant moment and thus raise the
bow and keep the boat from diving or plunging through
a wave.

Normally, the boat is sustained and glides onwara
resting upon the triangularly disposed side and stem
groups of hydrofoils. This arrangement reduces the
twisting stresses which characterize a four-point support
upon a moving or uneven surface, and makes the
maneuvering of the craft a decidedly easy matter. In this
respect, control is akin and well-nigh as facile as that of
an iceboat. When racing along at full speed the HD-4
has a vertical, undulating movement that is as smooth
and comfortable as the motion of a Pullman car. When
making a sharp turn at her top pace, the craft does not
heel, strange to say, but holds an even keel without ap-
parent effort. Further, the vessel does not skid as one
might naturally expect her to do. It would seem that
the struts of the lateral hydrofoils function substantially
as multiple centerboards and effectually check leeway.

Because the hydrofoils are mounted after the fashion
of steps, one would expect jarring impulses as these
supporting surfaces are successively buried in entering
an oncoming wave. The action, nevertheless, is quite
devoid of vibrations or shocks. This smoothness of ver-
tical motion is obtained by the ingenious disposition of
the hydrofoils. That is to say, the foils are set diagonally
and not parallel to the undisturbed surface of the water.
In consequence, just before one foil is submerged, the
foil immediately above has its lower end in contact with
the water ; there is no break, therefore, in the rise of the
water from one supporting surface to another. Each set
of hydrofoils functions virtually like a single long foil,
and, whether emerging or submerging, these sustaining
units act continuously.

According to a recent report by Mr. F. W. Baldwin
with the main or side hydrofoils set at an angle of i}4*
against the water, and the rudder group set parallel with
the water, the boat's hull is brought up into the air when
a speed of 20 miles an hour is attained. At that pace,
the craft is supported upon approximately forty square
feet of hydrofoil surface. At 40 miles an hour, the craft
is lifted higher and is sustained by an immersed area of
ten square feet. This means that each square foot is

NINETEEN YEARS OF REAL SERVICE

4.CYCLE
MARINE

Engines

Built in one, two and
four-cylinder models.
In sizes 2 H.P. to 50
H.P. To operate with
gasoline, distillate or
kerosene.

REGALITE

The New Electric Lighting Plant

For Yachts, Mills, Stores and Homes

Ji^K.W. Generator.
Air Cooled, four-
cycle motor, direct
connection.

Write for
CaUloc

59

Regal Gasoline Engine Company

West Pearl Street Coldwater, Mich

The 20* Century

2. 3* 4 SMl 6 Cynadm 10 ItP. to 300 HP.

Marine Gasolene Engine

Itlfltb«

of tfa«]

•Mat ]a«t what the ■
lh«Bway advaatacet are

tton, Absence of Vibration and Noises, Economy of Puek
Moderate Revolutions and Ample Bore and Stroke

I^TJIhV'^ «OihCraTTOT nom embodl., all the latest ImproTemeaCfl. to-
tMher with a ttaadard of coaatroctioa that will take other* years to equal.

MANUrAOTUNCO SOLKLV SV

THE NEW YORK YACHT.UUNCH & ENGINE CO.
Morris Heights, New York

Sunders of Yachts, Launches and Business Boats of all desofiptioni.
High-class Worknnanship a Specialty

Oisign and Constnictlon Unsurpassed— JoinM Work Unequeled
Priees Phenomenall/ Low
Call or write and give us ■ chance to provv It
tlalMloo flveoi Grasd Ceotral Depot noaMSfl

J

Var god aberopa THE RUDDER nar annonsorema tillskrifvas

Digitized by

Google

42

RUDDER

February

CRAIG OIL ENGINES

8ls«», 160 H.P. mnS up

Desirable for all
Types of Vessels

Scrrice aid Econonies so iHronomced that present un-
satisfactory practices are made practical successes.

JAMES CRAI6 ENGINE & MACHINE WORKS

607 GARFIELD AVE. JERSEY CITY, N.J.

Catabllahad 1898

I SEND FOR LITERATURE ON THE FULL LINE

of medium-duty motors for work or
pleasure. Quiet, compact ; easy on gas,
oil and repairs. I to 6 cyl.; 3 to 73 h.p.
Also a guaranteed kerosene motor.

m Tht Fritbic Motor Co., ConoSt, Middlctown, Conn.

Cut of Sinffle
CrUndvr 2 H. P.

Dunn Marine
Motors

For extreme stmpHcity* long wear
and general all-round service, our
motors beai them all. They do their
work easily under all conditions of
climate or weather. At the price
£]uotpd this moior ia. furnUh«d comciletc
with suitbhlti propeller* shaft, stu^n^'
box, muffler. Hanee-coupline, cail ki?ui-k-
plug, mlx^ni^ valve, and gil-cup,

We buHd en^lneH in six sizes, from thia
itnijlecyliiidefaH.P.lo a BcyMnd&r24 H^P.
V/e can nnve you money on the purchase
pffl motor. Write us for our catoto{t:uc, or
better Bt^M set your motor Drdered of us.

DUNN MOTOR WORKS
OgdensbuTjE* New Yorkr V, S. A*

bearing a load of i,ioo tb. At full speed, i.e., 70 miles
an hour, the entire burden is carried by about four square
feet, each of which then holds up a matter of quite
2,470 tb ! Just think of it, a vessel weighing in the
neighborhood of 11,000 tb is being buoyed aloft by a
wetted surface of but four square feet. This is just a
step short of actual flying.

How, the curious will ask, has it been possible to
do this amazing thing? In brief, it is because Dr. Bell
and Mr. Baldwin have utilized the total lift exerted by
both the under and the upper surfaces of the hydrofoils.
As the wind tunnel demonstrated in the case of the
aerofoil, the under or impinging surface is less effective
than the upper one, where vacuum supplants the frontal
pressure of the nether area. That is to say, of the gross
lift, anywhere from two-thirds to three-quarters of the
vertical impulse is directly due to the induced vacuum.
In water, the corresponding phenomenon is probably
cavitation or eddy making — perhaps a combination of
both — and thus this denser medium supplies a sustain-
ing effort hundreds of times greater than that of the
atmosphere.

By employing an adaptation of the aerofoil modeU
the creators of the HD-4 have cunningly obtained a
maximum of lift with a very low factor of resistance to
travel through the sustaining medium. Likewise, the
decks above the pontoons, when aloft, furnish a measure
of support by reason of the partial vacuum induced over
their exposed surfaces ; and, finally, the horizontal struts
which bind the engines together above the hull are
wooden aerofoils, and their combined effective surface
of eighty-three square feet tend to buoy the boat in the
air. As a consequence, the two decks and these engine
struts function in a way to call into play an air-cushion-
ing condition which lessens or absorbs the shock which
the machine would otherwise feel when traveling rapidly
upon rough water.

The HD-4 originally carried two Renault airplane
engines, which developed about 250 h.p. each, and the
craft then made a speed of 53.7 miles an hour. She is
now equipped with two low-compression Liberty engines
developing a total of 700 h.p. With this power plant
making 1,500 r.p.m, the hydrodrome does quite 60 knots
an hour. No special attempt was made in building the
HD-4 to obtain extreme lightness. Complete she weighs
10,330 tb, and has been able to make more than 40 miles
an hour when carrying an added load of 3.384 lb. E^ch
of her present engines weighs only 800 lb; and it is
perfectly plain that the boat could easily carry twice
her present engine power without taxing her too heavily.
In this way, her maximum speed could be very sub-
stantially increased.

The primary purpose of the HD-4 was to provide a
high-speed craft capable of transporting heavy loads, and
to possess the power of traveling at velocities approach-
ing that of the flying machine without the risks and
some of the limitations which characterize the airplane.
Hydrodromes a good deal bigger than the HD-4 can be
built, and vessels of this sort could be usefully employed
upon wide stretches of water for the very rapid carriage
of passengers, express, and postal matter between points
now commonly reached much more slowly and often by
circuitous routes. Shallow water is all that the hydro
drome needs to hold her up ; and it is not necessary for
her to move along the usual channels.

As a sporting proposition, the HD-4 has blazed the
way for pleasurable thrills, and the yachtsman will readily

Please mention THE RUDDER when writing to ^^^^^^^^n\\\zed by VrrOOQ iC

February

THE««B

RUDDEP

43

picture many ways in which he could put a craft of that
sort to service to his infinite delight. Finally, the hydro-
drome introduces a new factor in coast defense. The
HD-4, with a special load of 3,000 tb of lead, has been
driven at high speed successfully through or over a
choppy sea for the edification of certain naval experts,
and, as a result, it is declared that the type will lend
itself to torpedo service. Skimming along at a pace of
70 miles an hour, and armed with a couple of short-
range, heavily charged torpedoes, a vessel so attacked
would certainly have her hands full trying to halt a
group of these hornets sweeping down upon her from
several lines of approach. They would be just as hard
to cripple as a low-flying airplane.

The very instructive pictures herewith, with the ex-
ception of one otherwise credited, are printed through
the courtesy of Wm. Washburn Nutting.

High-Tension Magnetos

(Continned from^age 22)

In choosing a magneto for the engine the writer does
not wish the reader to infer that any magneto he may run
across will give him satisfaction, whether it be some new,
unheard of freak, or untried make or principle, but rather
the product of well-known recognized manufacturers of
magnetos, the reliability of which has long since passed
the experimental stage. The marine engine owner least
of all can take the chance on an instrument, especially
when its reliability is an unknown quantity, and upon
which at some time his life may depend.

@®«

The Largest Dry Dock Lifts Minnesota

(Continued from Page 24)

respects the older dry dock has been the most successful
and efficient dry dock in the country, lifting in one year
three times the tonnage of any other dock in the same
amount of time.

The launch ings of the huge sections of the new docks
were events of more than passing notice. A channel of
sufficient depth was dredged in the main yard of the
Morse Company preparatory to the floating of the sec-
tions. These were slipped from the ways at the intervals
of several weeks.

Surpassing in eventful importance, however, was the
initial test of the dock's lifting power. The Black Arrow
was the first vessel raised. With only three sections,
this ship, 409 feet long, was lifted at the rate of a foot
a minute, and by only three sections. Later the twin-
screw steamer Patria, a French Liner, never before
docked on this side of the Atlantic, was raised.

The pictures printed with this article are through the
courtesy of the Morse Dry Dock & Repair Company,
Brooklyn.

}jow to ^uiid a Flattie or Sharpie

All ttraight work. The plans arc so simple any man or boy can
build a good serviceable flat-bottomed sloop capable of carrying
three or four men, and able to stand heavy weather. Lines and
plans of a 28 and a 33-ft. Sharpie that Z> * (tl OC

make ideal Houseboat Cruisers. JLTtCBspl.^J

THE RUDDER PUBLISHING COMPANY. 9 Mirny Street, New York City. N. Y.

TOPPAN BOATS

SAFE.-SEAWORTHy. -RELIABLE

ooM\%% f« TO 10 rr.

A LAO

powma AKiPrs 10. fA, \a, ib j

uiurrcHE« 2Q aiudT^o ft.

t«-rr. HYDROPLANI
BULLET

VPEED l«l M. ^MILAH « FT. J tISI,

m-FT. nUDDCR CLUB. EAlLrNQ
t^QWt, MOMfCn DitSIGHp WCHJIVE
aOATBIN ftTOCK AND CAN MAKE
PROMPT aHIPHCHtV.

BlH^Kt CABIN ItUDDER CLUB DONT.
■ V RAIStNO THC BIDE ONE fLANM IT
MA.DE A VERY SATIBFACTORT CABIH
CRUIBIKQ QOnv.

Wrhe us your wants
TOPPAN BOAT CO., D«pt. B M«dford, Mass.

Modem Model Yachts

Sailing and Power

Blue prints to work from.
Sawed to shape hulls to work on.

Lead Keels cast. SaOs made.
Hollow and solid Spars. Fittings.
Send for circular

Wm. RICHARDS

86-90 Alezander Avenue

Ea<t 133d St. New York Gt7

BRIDGEPORT

''THE MOTO'R THAT MOTES''

Real Kerosene Motors

Non-backfiring: Two-Cycle Motors up to i8 H.P.
in both the Medium-Speed and Hig^h-Speed Types.
Heavy-Duty Four-Cycle Motors from 24 to 48 H.P.

The BRIDGEPORT MOTOR CO.. Inc.

113 KoMUth Street* Bridgeport, Conn., V. S. A

En repondant aux annonces veuillez mentioner THE RUDDER Digitized

byGoogle^

44

THEfl»«

RUDDER

February

Copyrisht 1919. Rex W. Wadman. lac.

HYDE

TURBINE TYPE

Propellers

SPEED-

EFnCIENCY-

RELIABILITY

Catalog and Prices
Free Upon Request

HYDE WINDLASS CO.

Bath, Maine, U. S. A.

ENGINES^

MISSOURI OIL

(Oil is oKecLper)

CHEAPEST POWER in the worid. These ei^ines will pay for
llicir cost in the first year's run.

WE GUARANTEE that they %vill run on less than ONE gallon of
kerosene, solar oil, or fuel oil per day of ten hours, i.e., with solar
oil @ $.05 a gallon, a 7-H.P. engine will run all day long for
THIRTY-nVE CENTS, or the 30-H.P. all-day run for $1.50.
EASY to start. EASY
ts nm. No batteries,
wires. switclics.spark
plMV. OriMISflCtOS.
NOT • coBvertvd ^ai
line •Bff^e, bat a RB>
•11 aBciBe.

Y«« caa Bake
• trip aroaad
Ik* world and
■ever kave a
dropotcaiollBc
1b fnt b«at.

Sgmd fte kuiUHm giwimg M* jil ii. * Pimhma Ta **<>^ N. 11th StrMt

Ijonv to mmld a Modcl Yuckt

BY HERBERT FISHER
Complete plans for buildine Model Sailing Yachts are shown In this book by the

latest method of construction.
A Chapter on Sails; A Chapter on How to Sail a Model Yacht;
Tender; Design of a 45-inch W.L. Sloop, a 40-inch W.L.
Sloop, a 36-inch W.L. Sloop, a 4lK-inch W.L. Sloop, a 43-
Inch W.L. Schooner and a 40.S-inch Sloop.

THE RUDDER PUBLISHING CO.. 9 Murray St., New York City, N. Y.

i Steering Gear; A Model

Price $1.25

Fifteenth Annual Power Boat Show

(Continued from Page 18)

a speed boat and a tender, which are equipped with
engines this company specializes in, as well as three en-
gines fitted with the piston valve, which can be removed
without removing the cylinder.

The engines will be of special interest because there
are many new ones and many of the well-known makes
have improvements that will recommend themselves to
the expert. The Hall-Scott Company will show a line of
marine engines which are very different from the aero-
plane engine made by this company. J. B. Van Blerck
will exhibit his new engine, which has already attracted
much attention. The Sterling Company will have a full
line of engines. Murray & Tregurtha will show their
latest engine, which is a development of the one shown
two years ago. The new York Yacht Launch & Engine
Company will exhibit a new 20th Century. The Delaware
Marine iVfotor Company will have its engines on view.

The Knox Motors Associates will show a 40-h.p.
valve-in-the-head marine engine as well as separate parts
of the engine, which is the latest product of this company,
whose experience dates back eighteen years.

All the engines and the boats arel on the main floor
while the accessories are on the second floor, and there
everything of use in a power boat may be found. This
part of the exhibition is more complete than it ever has
been and each exhibitor with his staff of experts will
explain the uses and the workings of all that they have.

There will be the usual educational features of the
show\ In this section there will be exhibits by the Light-
house Department, the Coast & Geodetic Survey, the
Naval Militia, the Sea Scouts of the Boy Scouts, the
Red Cross Life Saving Corps, the United States Volun-
teer Life Saving Corps, the West Side Y. M. C. A. Motor
Boat School, the New York Nautical College, the Society
of Automotive Engineers, the American Power Boat
Asssociation, the United States Power Boat Squadrons
and the Junior Naval Reserves.

The show will open on the evening of February 20th
and will close on February 28th, which is a day longer
than it usually runs.

BOSTON Y. C.

The officers of the Boston Y. C. for the present year are :
Commodore, Gardner M. Williams; vice-commodore, Clarence
M. Pond; rear-commodore, Richard Hutchinson; secretary-
treasurer, Walter Burgess; executive committee for two years.
Dr. R. L. G. Crandon, C. E. Benton, Quincy Tucker, D. C.
Roberts; membership committee, G. M. Pennyquick, chairman,
G, W. McNear, P. W. Abbott, K. P. Smith, A. T. Whitmore.
C. J. A. Wilson, Walter Burgess, secretary; regatta committee,
R. W. Pigeon, chairman, Quincy Tucker, C. H. Pratt, C. E.
Benton, G. P. Moses, H. N. Bloomfield. R. S. Walls.

FLAGS

By A. F. ALDRIDGE

Tells a wonderfully interesting story of flaes,
their oritin and uses, when, P^tr0 P^r
where and how to fly thetn. •* '»*'* ^JL
The Rudder Pub. Co..^g^urray8t.. N.Y.City

Hagan el favor mencionar el RUDDER cuando escriven Digitized by

Google

February

THE««ft

RUDDER

45

Standardization of Engine Installation

We are of the opinion that it will be of great
advantage to marine gas engine builders, boat
owners, boat builders, and all interested in these indus-
tries, for marine engine builders to get together and
standardize engine installation.

Standardization of the kind we mean will not add to
costs, will not necessitate the making of changes in exist-
ing engines, and will so increase the available power of
many engines that the majority of engine builders, boat
builders and boat owners will greatly benefit.

We believe standardization should be done by the
engine builders because they are likely to do the work
most efficiently and with due regard to the interests of all
interlocking trades, and of the boat owners.

And we will go further than this and say that if this
standardization is not done voluntarily and in the near
future it is very likely that the problem will be taken in
hand by the insurance interests for their own protection.
Safeguarding the installation of engines in small pleasure
and commercial hulls has not received the attention the
importance of the problem warrants and the result has
been that in a large number of cases owners have con-
demned engines unjustly, engines have not delivered their
available power to the propeller and mileage of boat per
gallon of fuel used has been less than it should be.

Many engine builders design and build their engines
with care, take pains to insure that every engine develops
its rated B.H.P., and then spoil the effect of this good
work by n^lecting to do all that is possible to insure that
the greatest possible amount of each engine's B.H.P. is
made available for use in driving the boat in which it is
installed.

It is not the rated B.H.P. that counts, but the actual
power that is delivered to the propeller, because this is
the power available for driving the boat.

Consider these things: If the power developed in the
cylinders of an engine is carefully determined by taking
indicator cards and calculating the power, it will be found
that it is greater than the B.H.P. by the amount used up
in overcoming friction of moving parts between cylinder
and rotating crank shaft or fly wheel. In a properly
designed 25-b.h.p engine of good construction the loss
will amount to between i and 2 h.p.

So you see that we now have two measures of the
power of the engine, viz :

26-27 i-h.p. or power developed in cylinder.
25 b.h.p. or power delivered at fly wheel.

Now assume that this 25-b.h.p. engine is properly and
efficiently installed in a hull on a foundation that is O. K.,
engine being properly fastened in place, propeller shaft
being properly aligned and supported by a proper number
of correctly installed bearings of proper size, pipes being
correctly installed and of proper sizes, and every precau-
tion being taken to insure that alignment of shaft and
installation will not be changed when boat is in a sea.
Under these conditions the 25-b.h.p engine will deliver
to the outboard end of rotating propeller shaft about
22>^ b.h.p. But if any of the things mentioned are not
correct, and in a majority of cases they are not, then the
power delivered to the outboard end of propeller shaft
may fall as low as 18 b.h.p. without the owner being
aware of the loss.

Our investigations incline us to the belief that the
18 b.h.p. condition is more frequently met with than the
2254 b.h.p. condition

MARINE
PLUMBING

1849
11920

The Choice of Shrewd Boat
Owners for Over 70 Years

Plate S'SOa

PI a ( * F- 1 OflO — " K uclf^lc-
Ahoiit'f Ptiinp CIniic-t. Vitro
Adanij^Tiit hopper htjw!, U^^>-
imli supply niiJ WB!it4< pvmp,
fonsb; polished trimoiJMizu :
qak woodwork . , $60.00

Thia ia a very aice lUlk'
^lo«et for 08 1.' iibove or below
tile wal^r lini?. A number of
tbese t'loseiK hiivB been in use
ionHtttiirly for five years witH
oui rtpairii.

Plnte §-2<PK — Tb*
*'Miidliion" Vltrit-Adn-
miiiLt Lava to r>-, with
round frant alAb and la-
tcgrol bark. Has niekd
plated tieU-clo$ing faufeta^
nickel -pUted hr^aa chain
Ktiij% phahi and i topper;
nickel plfl led east braas
trap and wante to hulk-
hi^ad, irith flaDc»'

£0 Ins. across back, front

to back lit Ina.H basin J4jcll

ina., back 6 ins. blgb,

(Price upon appUcatlon.)

Plate F'tOeO iratenteil)

Plate F*Z570 rlnJet)

Plate F-2571 (OutJei)

I ^'(iraiihj** Ifciunilnny (ClrcuUr Opeiime), Sea ccickji with
Ifirq hiiJI comietliooji. In ordflringr specify thirkncBs* of huJI
( nje*e hJtturij^a fiu^e labor.)

No. 1— ^" Inlet.... f4.25
Xo. !i— 1 " Ijilel.,., 6,00
X-.. 3^1 M" Inlet... 9.00

No. 2—1 "
No. 4—1 U "
No. 5—3 '

OtJtlet f5,7B

nutlet..., 10.75
Outlet 17,50

PlHtf r-lf|Tf> — The "FrlMCP"^
f'ltmu Cloiift* Vitro fixlHOfcant

orril boppiT Ijowl. 3 itirh supply
and wftsEe pump^ melnl part*
rouirh, N. P. handle, oak wood

work* , .

.$3§.00

' Frisco" Closet aJway* sent
with pump flt riffbt brand tnc-
m^ unless otherwise apf^clfled.

PUte F-1070 1 Patented)

Catalog "A"

yvlll »oon he ready for dJitrlbu-
tlon* Make application now
for your copy.

A. B. SANDS & SON COMPANY

22-24 Vesev Strei-I

New York. N. Y.

fCopyrlfflited)

Si prega far meiudone del RUDDER qnando scrivete

Digitized by

Google

46

THE««B

RUDDER

February

COUSENS & PRATT

SAILMAKERS

274 SUMMER STREET

BOSTON, MASS.

G. De Coninck & Co.

Largest Yacht Yard In France

Maisom Lafffittc
near Paris

TORPEDO AUTO-OAMOT

Lencth ai ft., breadth 4 it. 8 in., draught ao in. Motor iJ-H.P. Speed is
■ilef. The beat boat built for the money; safe, speedy, silent, com*
lortable. Price. $1,480.

We also bvlld Salliac and Steun Yacht*. Worklac boats of all klads. Steel aad
'ea kails. Motor boats a specialty: also with aerial propeller. Write lor catalec

If you want iood oiroulatlon on your

Automobile. Launch
or Motor Boat* use a

LOBEE PUMP

Lobee Pump & Machinery Co.

17-31 PariaH Stroot, Dtaffalo. N. Y-

"CHAMPION" the Pioneer for

BOAT 1^^^ UGHTING

(Rampion'

"6-150

It is now fifteen years since the first "CHAMPION" outfit
was installed on a boat. Improvedsteadily ever since. They
are complete to the last screw.

Let us show you how one would suit in your boat,
mention size and cabin arrangement.

Pleast

H»ctor MacRa*, 316 St. Paol Stre»t« Baltiinore, Md.

Dose Your Boat Leak?

SEND FOR OUR BOOKLETS

"How to Make Your Boat Leakproof" and "Marine
Glue: What to Use and How to Use It"

Any old boal m long a» the frames are in fair
condilion c*n be made watertiglil by folluwing the
initnjcUont in the above booklets. Thit appliea
to anything that {iQAlin^ from a canoe to a yacht

Jeffery*s Marine Glue

In All tKc V&rioua Grades

For sale \jy a\\ Yarht, Bcul an J Capae SuopJy Hdush;
Hitdwi», Paint end Oil and 5pDttiti(t Coodi D^alrn

U W, FERDINAND & COMPANY

1 ^Z Knee and St., Bcutan^ Mau.

To the uninitiated it may seem impossible for an
owner not to detect the loss referred to, but this apparent
impossibility vanishes when it is known that owners sel-
dom test their engines to ascertain power loss between
engine and propeller, and builders of hulls seldom have
any standard of installation to direct them when installing
marine engines in the hulls they build. Our investiga-
tions of this subject indicate that the following things
arc ereatly needed by boat builders and boat owners :

(a) Clearly explained directions for correctly in-
stalling engine foundations in moderate-sized pleasure
and commercial craft.

(b) Directions for correctly securing engines to their
foundations.

(c) Directions covering the correct method of align-
ing a propeller shaft and testing its accuracy.

(d) Descriptions of proper bearings, proper number
of bearings to use, methods of fastening bearings in
place, lubricating them, and keeping them in line.

(e) Directions for installing water, exhaust and fuel
pipes, fuel tanks, etc., stating best locations and sizes, and
giving reasons.

(f ) A standard list of sizes of propeller shafts to use
for all sizes of engines.

(g) A standard list of sizes of shaft holes and stern
tubes for all sizes of shaft.

(h) A standard method for attaching propellers to
propeller shaft.

(i) A standard list of minimum distances that pro-
peller should be from end of stern bearing and rudder
from end of propeller.

(j) General explanation covering the importance of
having all these things correct, and directions that will
enable owners to make tests to check the power their en-
gines deliver to the propeller.

Again we say that we believe the engine builders
should take up this problem and for the good of their in-
dustry so standardize engine installation that all who buy
engines will be helped to get the greatest possible power
for driving the boats in which the engines are installed,
and the greatest possible mileage per gallon of fuel used.

It will, we think, be a step in the right direction for
this problem to be discussed during the coming power
boat show. Get together, cooperate and help your cus-
tomers reduce the H. C. of fuel per mile.

VICTORY CLASS IS GROWING FAST
The Victory Class of sloops which was promoted by J. S.
Morgan Jr., James D. Sparkman and James W. Alker is grow-
ing fast in popularity and has already become international. This
sloop, plans of which were drawn by William Gardner and have
been published in The Rudder, is 19 feet 5 inches on the water-
line, 31 feet 5 inches over all. It has become so popular that the
most optimistic views of those interested in it have been far
exceeded and the racing next Summer with these boats will
furnish some fine sport.

Thirty-eight of the class are now building or will be built very
soon ; of these twenty-two arc being built at Kevins' yard at
City Island. That is all Nevins could turn out before the season
opens. Two are building at Marblehead. Philadelphia yachts-
men are planning to build eight at some yard on the Delaware
and six are to be built on the Clyde.

The majority of these yachts will be raced on the Sound,
although some will sail on the Lower Bay with the Atlantic Y. C.
The yachtsmen interested are members of the Larchmont, Man-
hasset Bay, Seawanhaka, Corinthian and Atlantic Y. C*s.

Tf j^T>- ^rx 'Qiin By Chas. Desmond. At the request of numerous

XJ.LIW LKJ IVllJUL boatbuildeii we have reprinted this series tf7 pC

-r^ ^ Ol* of excellent articles on Boat Shop efficiency. >' ^ •^•-'

a rSOat JjilOP^y,; cl'^ TheRuddcrPubHiblBtCe..9MarraySt. N.Y.CIty

Ved Henvendelser til Annoncerende bedes Be refiFerere til THE RUDDER

."dby

Google

February

THEfl»*

RUDDER

47

Explanation of a Few Resistance and
Model Tests

PARTI

Resistance is the opposing force exerted by any
medium against a body which endeavors to pass through
it.

When a body, wholly or partially immersed in water,
is moved the particles of water surrounding it offer
resistance to movement, the amount of resistance varying
with shape of body, speed with which body is moved
and nature of surface of body, and this being so it is
evident that the body which is shaped in such a manner
as to offer the least resistance can be moved at a desired
speed with the least amount of force.

From the time that builders of vessels first began to
realize that one of the reasons why one vessel moved
at a greater speed than another was that the speedier
one was shaped in such a manner that the water offered
less resistance to its movement, people engaged in shap-
ing vessels have searched diligently for a form that water
will offer the least possible resistance to.

Students of this problem, at various times, believed
they had discovered such a form, and while many of
their researches have resulted in improvement of form
and in additions to our knowledge of this subject, we
know that up to the present time no one has been able
to formulate any rule which, if followed, will enable
designers to shape a vessel in such a manner that water
Willi offer the least possible resistance to its passage. One
of the principal reasons for this is the fact that we do
not positively know what terms should enter into an ex-
pression representing resistance of water to the passage
of a vessel through it. Another is the difficulty of formu-
lating a rule that will express in proper ratio the variation
in resistance as the speed, the shape, the weight, and the
rolling and pitching movement of a vessel varies.

Before entering into an explanation of the resistance
vessels encounter when being driven through water, I
will briefly explain a number of investigations that have
been made in the past relative to the resistance opposed
to solid bodies moving in water.

It is rather important to bear in mind that the first
investigators of the subject of resistance made their tests
with blocks of wood that did not bear any resemblance
to even the crudest vessel and the dimensions of these
blocks were not always in proportion to those of vessels.

When later investigators discovered that a great deal
of data obtained by moving blocks of the kind then being
used could not be relied upon when applied to vessels
of regulation form, but that data obtained by moving
properly proportioned models of vessels could be relied
upon, it became the practice to use accurately shaped
scale models of vessels for all tests, and this is the
method in use today.

Sir Isaac Newton (1642-1727) was one of the first
scientists of note to investigate this subject, and in the
second book of his "Principia", he has demonstrated
that the resistance opposed to bodies which move in a
fluid varies in a duplicate ratio to the velocity of the
body, but inasmuch as later investigations have demon-
strated that this rule is only accurate when velocity of
lx)dy is very small and the fluid perfectly compressed,
it is evident that the investigations of Sir Isaac Newton
did not fully cover the subject.

Class P Yacht
*'Hayseed !V**

Championship Winner

1919

Massachusetts Bay

Winiier o( CoriutbiaTi Mid-

aummer Seriei Cup.
Winner of Corinthian Yacht

Club Champjonaiiip.
Winner o( Quincy

CMIcnge Cup.
WinnetoHcgon Liptofi

Cup.

Wilsnn & Silsby,
Idc.

SAIL MAKERS
Rome's Wharf
Boitnn, Ma

SHIP
CANVAS WORK

JOHN CURTIN

CORPORATION

Rci. u. s. p.t. o«. 48 Front Street New York

Steering Gears

and MARINE FITTINGS tor

POWER and SAIL YACHTS

Edson Manufacturing Co.

Esteblisbed 1859

272 Atlantic Ave., Boston, Mass.

Charles P. McClellan
YACHT SAILMAKER

Patented One-Man Boat Tops. Simplicity Sprayheods, Cushions. Etc.
Rodman's Wharf Established 1892 Fall River, Mass.

Kookokusha ni otegami onsatbidashi no saiwa dozo RUDDER nite goran no mune onkakisoe negaimasu

dby

Google

48

THEfl«»

RUDDEP

February

BRIGGS & BEGKMAN

Yacht
Sailmakers

NEW BEDrORD

MASS.

is now in the printer's hands, and
will be out in a short time.

It will contain some novel fea-
tures and many new things in

MARINE EQUIPMENT

Send in your name at once and
make sure of your copy.
Ask forcat:ilogue 620*

s^ GEOBeARP£MfTER«ea

438 No. Well. Street Chicago, 111.

MERRIMAN BROS.

YACHT BLOCKS

185 Amory St.

Boston, Mass.

NEGUS

Compass Specialists
Charts

140 Water St. LogS

New York Gty Marina Glasses v-^Jr' '

MARINE MODELS

Pattern Making, Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LAPAYCTTC STREET, N, Y., U. S. A.

¥T^^.^^^ ^^^ Qlin By ^^<M* I^^S°>ond. At the requestor numerous

Xlvli^ Lvl £V U JUL boatbuildeii we hare reprinted this series (^7 OC
T% ^ Ol*.^-^ or excellent articles on Boat Shop efficiency. T** '^"^

Bernoulli, Gravesende, Coulomb and Euler were the
next investigators of note to conduct experiments for
the purpose of ascertaining the laws of resistance of
water to the movement of a solid immersed in it.
Bernoulli's investigations led him to believe that
resistance could be accurately represented by two terms,
one denoting the square of the velocity at which the
body moved and the other being a constant ; while those
of Gravesende and Coulomb led them to believe that
while resistance should be represented by two terms, the
terms should be the actual velocity and the square of
that velocity. Euler believed that Newton's theory of
resistance was fundamentally correct, but he was not
confident that his theory could be relied upon when
applied to ascertain resistance to the motions of ships at
sea. Here we have the first recorded expression of an
opinion that it might not be possible to ascertain the
resistance encountered by a ship in motion at sea by
using rules that accurately determined resistance to
bodies moving in still water.

Abbe Bossut advanced the theory that if the resist-
ance against the front of a body immersed in water could
be determined the whole resistance against movement
through water would be known, because the frictional
resistance against all portions of the body, except the
front, was of such minor importance that it was not
necessary to consider them.

In 177s, Abbe Bossut, D'Alembert and the Marquis
de Condorcet conducted experiments under the direction
of the French Government, for the purpose of obtaining
data, that could be used to improve the shape of vessels
used in inland navigation.

These experiments, made in an enclosed basin, con-
structed in the grounds of the Military School at Paris,
were, I believe, the first extensive experiments of the
kind made for the purpose of

(a) Investigating the accuracy of existing theories
of resistance.

(b) If none of them could be verified to procure
data to serve as a basis for a new solution.

According to the report published at the conclusion
of these experiments, the mode of procedure adopted by
the investigators was to move wooden blocks of various
forms a known distance through the water. Of course,
in those days only the crudest kind of apparatus was
available and the method used to move the blocks was to
attach to the forward end of each block a line which was
led around a pulley close to the surface of the water,
then up and over another pulley that was erected about
30 feet above the water. By attaching a weight to the
end of this line and determining the amount of weight
required to move each block through a distance of 20
feet in a given period of time, and also by determining
the period of time required for the block to travel 20
feet with a given amount of weight attached to line, the
resistance that the water offered to the passage of each
block was determined and compared. With this crude
apparatus, many hundreds of tests were made with
blocks of wood, varying in shape and dimensions, float-
ing on and under the water, and the data obtained from
these tests led the Abbe Bossut to state in his report that,
regarding existing theories,

I St. — "It is impossible to make use of a theory to
determine the resistances which are experienced in
oblique shocks."

2d. — "That theory is insufficient to accurately de-

(Continaed on Page 50)

Var god aberopa THE RUDDER nar annonsorema tillskrifvas ^^^ t

Digitized by VnOOQ IC

THEfl«»

^-^ru.ry RUDDER 1£

DON'T DELAY-STACE IS LIMITED

Eleventh National

Motor Boat and Engine Show

.Auspices New England Engineand Boat Ass'n

Mechanics Building, Boston
March 27 to April 3

{Inclusive)

For information regarding space WI%E or write

CHESTER I. CAMPBELL General Manager

5 Park Square ::::::: Boston

J

Please mention THE RUDD £R when writing to advertisers

Digitized by

Google

so

THE««ft

RUDDER

February

Decks Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Government submarine chasers, also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

It is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

Beautiful, rich Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

Inquire of your dealer or

H. B. FRED. KUHLS,

65th St and 3rd Ave., Brookljm, N. Y.

Wc arc the Larsest Marine Paint Manufacturers in the World

WOOLSEY'8
COPPER B EST PAINT

rOR WOODfN BOATS' BOTTOMS IN IKCSH OR SALTWATER

GUARANTEED

Will Stand for one year if prop-
erly applied, and keep the
bottom clear from marine
growths, as Grass. Most.
Barnacles, Etc.. and prevent
boring by the destructiTC
teredo worm.

BRIGHT RED AND BRIGHT GRCCN

COPPER YACHT PAINT

MAKE THC SMOOTHEST SAIUNG BOTTOM

WOOLSEVS SPAR VARNISH

Guaranteed to stand under the most trying
circumstances, as on yachts, boats and Teasels
of any kind for either inside or outside work.

Yacht Wiiitc Yacht Black Deck Paint

Engine Enamel Seam Compauml

Canoe Enamel

Lt. Sea Green and Copper Bronze Bottom Painla

C A. WOOLSEY PAINT
AND COLOR COMPAQ

Jersey City, New Jertcy, U. S. A.

Send for our ''New Marine Booklet'' with Color
Spots and **How to Paint a Boat' — Free.

(Continued from Page 48)

termine the resistances experienced by curved surfaces,
except in the case in which the surfaces do not meet the
fluid under small angles of incidence."

3d. — "That the resistances experienced by the same
body, whatever may be its shape, moved with different
velocities through water are very nearly in proportion
to the square of the velocities."

4th. — "That the perpendicular and direct resistances
of several plane surfaces moved with the same velocity
are very nearly proportional to the areas of the surfaces."

5th. — "That the resistances which arise from motion
in oblique directions do not diminish, everything else
remaining the same, in proportion to the squares of the
sines of the angle of incidence."

6th. — "It is evident that the common theory of the
resistance of fluids cannot be employed to find the solid
of least resistance nor generally to determine any curve,
for in such problems the law of curvature is an unknown
element, except curves in which the angles of incidence
are large, as from 50° to 90°, but even in these there
will be an error varying as the angles of incidence de-
crease. In nearly every instance, theoretical resistances
were rather less than those given by experiment."

7th. — "The experiment we have made agrees on
points 3 and 4 very nearly with theory."

It is to be regretted that all of the experimental data
of these investigators is not available for republication.
(To be Continued)

ATLANTIC Y. C.

Edward L. Doheny, owner of the steam yacht Cassiana. has
been elected commodore of the Atlantic Y. C. The annual meet-
ing of this club was held in the New York Y. C. house recently.
The other officers and committees elected were : vice-commodore,
Charles T. Pierce: rear-commodore, Francis R. Mayer; trustees,
W. S. M. Mead, P. H. Hart; secretary, Edward I. Graff; treas-
urer, Vincent B. Ward ; membership committee, Arthur L. Dore-
mus, chairman, W. O. Oaxton Jr., C. H, Callaghan; nominating
committee yacht owners, Thomas A. Duffey, chairman, Embury
McLean, H. W. Barthram; non-yacht owners, J. V. Ritchey, J.
N. Jeffares, Carlos de Zafra.

The flagship Cassiana, formerly the Cassandra, was built in
1908 from designs by A. S. Chesebrough, by the Scott Shipbuild-
ing & Engine Company at Greenock, Scotland. This vessel is
287 feet over all, 239 feet on the water-line, 33 feet breadth and
15 feet draught. She is driven by two triple-expansion engines.
Vice-commodore Charles T. Pierce owns a yawl 51 feet 4
inches over all, built by B. Frank Wood in 1904, from designs by
A. Cary Smith & Ferris. Rear-commodore Francis R. Mayer
owns the three-masted schooner Karina, which was built in 1911
from designs by Theodore D, Wells for Commodore Robert E.
Tod. Karina is 198 feet over all, 150 feet on the water-line, 33
feet 9 inches breadth and 17 feet draught.

The reports show that the club is in excellent condition. It is
expected that the America's Cup races, which will probably be
sailed off Sandy Hook, wiJl make the season at Sea Gate an
unusually busy one, and that Sir Thomas Lipton will again make
the clubhouse his headquarters.

* * *

NEW CLASS FOR BAYSIDE YACHTSMEN
The Bayside Y. C. will introduce a new one-design class this
season. Plans for this class were outlined at the annual dinner
of the club held at the Hotel Pennsylvania recently. The new
class will be known as the Bayside Blues. The plans have been
drawn by Charles D. Mower, and the general dimensions are 20
feet length and 8 feet breadth. It is expected that eight will be
built.

Walter P. Grossman, who was chairman of the regatta com-
mittee when he volunteered for service in the Navy, will again
have charge of the racing events.

With this new class the Bayside Y. C. will have six special
classes in its weekly races. These include the Birds, Bees and
Butterflies, which were promoted in the club.

Please mention THE RUDDER when writing to advertisers

Digitized by

Google

February

RUDDEP

51

WINTER RACING AT MIAMI

Yacht racing at Miami will this year begin on Saturday,
February 14th, and each Saturday during that month there
will be a lon^ distance race for express cruisers. The races
in the Bay will be on March 5th and 6th and the regatta com-
mittee in charge of these events promises the best sport tever
witnessed in Southern waters.

Just before the war the Chamber of Commerce at Key West
purchased some very handsome trophies for the race between
Miami and Key West. This event, as well as the Gun Key
and Palm Beach races, was called off. It has been decided to
hold these events this year.

There are now several fast yachts at Miami and others are
expected daily which will compete in these races. Some of these
yachts are more suited to light weather and in order to make
the races as fair for all as possible the point system will be
used to determine the winners.

The system of scoring will be as follows : It will be neces-
sary for any boat entered to finish one of the long distance out-
side races in order to compete in the final races in the Bay.
Your committee have decided on these rules in order that the
lightly constructed and very powerful boats, such as the Shadow
V — and the Gar Wood boat which we understand will be en-
tered here and is very fast — will not have an undue advantage
over heavier boats of somewhat larger size and power.

The long distance races will start promptly at nine o'clock,
from the Biscayne Bay Y. C. dock, as usual, so that citizens of
Miami can assemble and see the race off. The finish of the
long distance races will be the bay line of the Government Cut,
where it will be possible for three boats to come in abreast, if
the finish should be that close. It was thought best not to try
to finish in front of the yacht club, where so many yachts are
lying in the harbor, and for this reason the finish will be at the
bay line of the Government Cut, as stated.

It is estimated that it will take about four hours to run the
race to Gun Key Light and return. On account of customs,
necessary delays, etc., the boats will not enter or discharge
passengers at the Miami Harbor, but will pass around a buoy
at the entrance to the harbor and back to Miami.

These races will be known as the Express Cruiser Cham-
pionship of the United States, and this class of racing will con-
tinue with these rules for three years.

These races will allow all classes of heavy express cruisers
to enter, and by entering the outside races, the larger, heavier
express cruisers will have an opportunity of winning the events
even though they should lose the inside races in the Bay. Some
of the boats entered are too large and broad to turn the sharp
corners in the -Bay, and this system of scoring will even matters
up so that the best boat under all conditions must win.

The Express Cruiser Long Distance Races are as follows :
Miami and return, approximately 100 miles, February 14th ;
Palm Beach and return, outside 130 miles, February 21st; Key
West, one way, outside t6o miles, February 28th ; lo-mile Ex-
press Cruiser Race on the Bay Course, March 5th; 20-mile Ex-
press Cruiser Race on the Bay Course, March 6th.

The scoring will be as follows : i point for each boat
defeated, i point for starting in the lo-mile race, 2 points for
the 20-mile race, 3 points for Miami and return, 4 points for
Palm Beach and return, 5 points for Key West.

The greatest number of starters in any race of any class
will be the basis for figuring the points won in all races. For
instance: If in the lo-mile race there were four starters, the
scoring would be — 4 points for first, 3 points for second, 2 points
for third, and i point for fourth. In the Key West Race, the
scoring in case of four starters would be — 20 points for first,
15 points for second, 10 points for third, and 5 points for fourth.

The programmes for the Bay races on March 5th and 6th
are: 2 p.m. lO-mile open displacement boats, open to all dis-
placement boats with an average speed of better than 20 miles
an hour, flying start, no handicap ; 2 :50 p.m. lo-mile race for
express cruisers open to all express cruisers with an average
speed of better than 20 miles an hour, flying start, no handicap;
3:20 p.m. 2-mile time trials; 4:00 p.m. aquaplane events.
« * *

J. LINTON RIGG RETURNS
Major H. Grest and J. Linton Rigg of Philadelphia started
October, 1919, for St. Lucia, British West Indies, in a 36-foot
Friendship sloop. Owing to adverse weather conditions and
imforseen repairs that had to be made to the boat four months
were consumed in getting to Florida, where they were forced
to lay off. Unless a crew can be picked up at Miami to take
the boat further, they will go at it again next Winter.

AQUATITE

(PORMCIILY MAIIINITIJ

Is particularly recomraended where quick dryine qualities are a first consideration.
Dries dust free in three to fire hours. Will not turn white under water.

VARNISH MAKHRS FOR 93 YBARS

EDWARD SMITH 6l CO.

W««t Av«., 6th A 7tli St«., LMif Island City, N. Y. P. O. ■•! 1 7S0. N. Y. Oily
West«rn Branoh, atat.ata4 Seath MorfMi StrMt, OlilMfl*

THE PAINT you have used to Ions, always reliable when properly applied
go years the leader.

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents boring ol
worms, and all marine growth.

Priming coal A. LaCZOflCy HniiUng coaC B,

for bottoms of IRON and STEEL Vessels of everf

description, to prevent cjyrosion and all Marine growth.

THE GREAT SPEED INCREASER.

Forsalc everywhere. THEY EXCEL ON EVERY POINT

8 Highest Medals. MaMiffactured only by TARR & WONSON, Limited,

Gold. Silver & Bronze. Beware of Imitations. GLOUCCSTCR, Masa^ U. S. A.

IRHEUMATISMAKDGOU'n

PROMPTLY RCLi£tfED BY

BLAIR'S ^
PILLS "m

GREAT ENGLISH ^/
nCMtDY.

ISAFE&EFFECTIVESO &$ l.|

DRUGGISTS.
on 93 HENRY ST. BnOOKLYH.M.V.

>»

"New Jersey
Copper Paint

THE BEST AND MOST USED fSPEClALRtO)

Yacht Copper and

Green Copper

for Yachts

YACHT WHITE AND YACHT BLACK

MANUFACTL-JIED RV

NEW JERSEY PAINT WORKS
HARRY LOUDERBOUGH. Inc.

JERSEY CITV, NEW JERSEY, U.S.A.

jt Csfftr Faitit rhmtPr^iettt

AWNINGS AND TENTS

CONSTRUCTION AND DESIGNS
bf Ernest Chandler

Over 300 pases corerine eTcrjr festnre of their conttraction. design snd detail

PRICE $5.00

THE RUDDER PUBLISHING CO., 9 Murray St.. New York

Hagan el favor mencionar el RUDDER ciiando escriven

Digitized by

Google

52

RUDDER

February

THE J. H. CUftTISS CO.

2 SOUTH STREET, NEW YORK

Marine Water Closets

Yacht Pump
Closet

Very Highest Develop-
ment of Marine Water
Closets for use above or
below water line, 4-inch
cylinder, discharges con-
tents at third stroke, suit-
able for heavy work or
owner's room. Will out-
wear any other closet: the
gear makes it very easy-
working.

CURTISS IMPROVED MOTOR
ROAT CLOSET

Dimensions: 18x18x11 in.
high to top of bowl ; 2% in.
cylinder. For above or
below water line.

The best little closet on
the market today, possess-
ing many of the advan-
tages of the large size toilet.
All brass and porcelain.
Oak seat and cover.

All prices subject to
market advances, which
are continually changing.

^ Price $30

American-Built

Sextants

Since 1872 we have built Sextants and instruments of precision.

Quantity production enables us to offer American-built Sextants

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

Send for Booklet S (4 Stylet: 7%* and 6" Navigational Mate and Motor Boat)

Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO Reach Oub Showroom and Factory— 20 minutes' ride: Take the
Lexington Arenae train at Brooklyn BridEe entrance. New York tide, getdut at
R«id Ayenue Station, Brook yn, walk East % block. Phone Bushwick2427

John Bliss & Co. RAVIGATIOHU

IMSTRUMEHTS

128 FRONT STREET
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Shop, Foot of 35ch Stre«t
Brooklyii. N. Y.
T«l. a«4« S«iHli BrMklyn

New York Office

44 Whitehall Street
■•wlint er««n •••« N. Y.

MARCONI RIG ON THE GREAT LAKES
At the last annual meeting of the Yacht Racing Union of
the Great Lakes, Robert E. Power, J. S. McMurray and George
I. Weed were appointed a committee to investigate the Marconi
rig and to report back to the Council of the Union by January
1st. This report is as follows:

1. The Marconi rig for sail yachts, as used on Massachusetts
Bay last season, particularly in Universal Classes P and R, has
proved eminently superior to the old gafiF rig as far as the speed
IS concerned. Evidence goes to show also that this Marconi
rig is easy to handle and once the shrouds are properly set up,
there is' little danger of losing the mast as has been stated by
some of the yachtsmen on the lakes.

2. The rig is faster and in many respects better than the
gafiF rig. There is a tremendous saving in weight aloft and the
boat seems to handle more easily because the boom is shorter
and the sail is all inboard, and further, there is no heavy gaff
and rigging to carry away when jibing in a hard breeze.

3. The objections to the use of the Marconi rig seem to
be, first, its cost; and second, the fact that it is in an experi-
mental stage, and there is some talk of carrying the rig to
extremes so ifar as height of the mast is concerned. Investiga-
tion shows that in a new boat the cost is very little more than
the regulation gaff rig, but of course for existing boats, a com-
plete change has to be made from the deck up, and no part of
the old rig can be used. This fact has, of course, brought ob-
jections from owners of boats in the present Universal Classes,
particularly in Class R, but your committee feels that these
objections are of a character which can be overcome by the
segregation of boats of the gaff rig, from boats carrying the
Marconi rig if the interest of existing boat owners is sufficient
to warrant it. Your committee does not feel that the rig should
be barred merely because some expense would be involved in
changing the rigs of the few existing boats.

As a principle of yacht racing, the Marconi rig has more
in favor of it than it has against it. It is a step in advance in
the design and construction of racing yachts, and we believe that
the objectional feature now existing, tnat the rig has not become
standardized and may be carried to extremes, will be eliminated
in the near future as more use is made of it, and the possibilities
are more definitely determined.

Summing up the situation, the committee recommends that
no action be taken with reference to the Marconi rig, and that
its development be left to the natural law of supply and demand.

We believe that the builder of a new boat in the Universal
Classes should have the right to experiment with the Marconi
rig if he so desires, and strongly object to any step by the
yachtsmen on the lakes which would be looked upon as retro-
gressive, and which would serve to put our boats in a class
inferior to those on the Eastern Coast.

We furthermore believe that should the development of
the Marconi rig bring about extremes too radical for general
use, that the Atlantic Coast Conference will take up the ques-
tion and settle it, in which conference the Great Lakes always
had a strong voice.

4c « *

STUYVESANT Y. C.
The officers of the Stuyvesant Y. C. for the year are as fol-
lows : Commodore, J. A. Muller ; vice-commodore, W. E. Beards-
ley ; rear-commodore, H. P. Fiske ; fleet captain, W. J. Hart ;
recording secretary, Wm. Briesemeister; financial secretary, W.
L. Cree ; treasurer, C. S. Ogden ; measurer, C. H. Clapper ; fleet
surgeon, H. L. Stierer, D. D. S. ; fleet chaplain, A. Knoepfle;
board of directors, Fred W. Deissroth (term one year), F. H.
Hcgeler (term one year), J. Triesner (term three years), George
Weber (term two years), H. P. Raben (term three years) : re-
gatta committee, H. Clapper, E. W. Zumbuehl, E. Veit, W. P.
Purdy, Wm. Karl; law committee, H. Ludwig, F. L. Kelly;
auditing committee, C. H. Clapper, G. Immish. A. J. Dippel;
membership committee, George Liptay, F. Holl, H. Ludwig.
The clubhouse of this organization is at Jacks Rock, Pelham
Bay Park, and members are most enthusiastic about the outlook
for the coming season. They are determined to make it the big-
gest and best they have enjoyed.

« « *

PENSACOLA Y. C.
The Pensacola Y. C. added one hundred members to its list
last year and is in a very flourishing condition. At the annual
meeting held January 21st the following officers were elected:
Commodore, John H. Cross; vice-commodore, M. L. Bear; rear-
commodore, P. Lindenstruth ; fleet captain, J. C. Watson; fleet
lieutenant, H. S. Merwin; secretary-treasurer, W. C. Frederic.

Si prega far menzione del RUDDER quando scrivete

Digitized by

Google

February

THEe»«

RUDDER

53

1|ES=*BEST IN THE WORLD — all others are comparative

(floor and Half Hoori

Mantel j ''.^rsSi;:^'' } Clocks, Ship's Bell Clocks, Auto Clocks. &c.

For Use on Steamships, Vessels, &c., &c., and
Suitable for Finest Residences, Yachts, Qubs, Automobiles, Motor Boats and

For General Presentation Purposes

'S^rOn sale by Highest Clas» Jewelers and Nautical Instrument Dealers in Largest Cities
Dealers In smaller cKiee, not carrying theae fine clocks In stock« can a«ll many from catalog

Chelsea dock I^O. ffitbMaNks lO state St.. Boston, Mass.

I EatabUUied | Many Yachts and Clab are using the J'CHELSEA'*_AutMnatic SUp^ Be^^^ Clock,

UNIQUE and NAUTICAL,

oparatiag oo a special SV» inch Ball .

COMMODORE FORD ELECTED FOR THE SIXTH TIME
Commodore James B. Ford has been re-elected by the mem-
bers of the Larchmont Y. C. He has been the senior flag officer
of the club since 191 5 and has not only piloted it through five
very strenuous years for yachting, but has by his good judgment
and great interest in club affairs put the club in a better position
than it ever held before. Commodore Ford owns a fleet of
yachts. His largest is the schooner Katrina, which was built
from designs by A. Cary Smith in 1888, and is as staunch now
as when she was launched. He also owns the Larchmont one-
design 38- footer Varuna. Now he has ordered one of the new
Victory Class of sloops and will also have one of the new Vic-
tory sailing dinghys.

Henry D. Whiton, owner of the yacht Usona, is vice-com-
modore, and H. H. Raymond, owner of the yacht Scotian, is rear-
commodore. Benjamin O. Booth is secretary, and Samuel R.
Bell is treasurer.

* * *

QUINCY Y. C.

The annual meeting of the Quincy Y. C. will be held at
Quincy, Mass., on Thursday, February 5th. Officers are to be
elected for the ensuing year and the members will receive and
act on the report of a special committee appointed to revise the
by-laws. The treasurer's report, which will also be presented to
the members, shows that the receipts from all sources last year
were $9,402.35, and the expenditures $9»497-35, showing an over-
draft of $95.00. The assets of the club are $17,39750, and the
liabilities ^12,553.87, leaving a balance of $4,843.63.

The ticket nominated and which will undoubtedly be elected
is: Commodore, Eugene R. Stone; vice-commodore, Joseph L.
Whiton ; fear-commodore, William E. Howe Jr. ; secretary,
Charles E. Bishop; treasurer, Frank O. Fellows; measurer, John
H. Burroughs; executive committee, Henry S. Crane, Edgar W.
Emery, Ira M. Whittemore, Clarence R. Snow ; house committee,
Albert L. Anderson, Clarence W. Putnam, Fred J. Pierson, Ben-
jamin Duncan, Clarence Williams, Cyron B. Turner, Charles
Hanson,

NEW ROCHELLE Y. C.
The annual meeting of the New Rochelle Y. C. will be held
at the Waldorf-Astoria, New York, on Saturday, February 7th.
Some slight changes to the constitution are to be considered.

Ved Henvendelser til Annoncerende bedes De refferere til THE RUDDER Digitized by

The regular nominees for officers and committees for this year
are : Commodore, Eugene C. Myrick, yacht Lady M. ; vice-com-
modore, Augustus Barratt, yacht Athena; rear-commodore, W.
L. Coursen, yacht Wasaka; secretary, George H. Mohr; treas-
urer, Henry M. Lloyd; trustees, C. E. Wyhard, Harry A. Bliven,
C. V. Bennett; regatta committee, George P Granbery, William
H. Porter, Oscar H. Chellborg; entertainment committee,
William Judson Clark, Alex. Hutchinson; measurer, Roger M.
Haddock; law committee, John F. Lambden, William P. Jeffery;
art committee, H. W. Fairfax, Henry Doscher; nonjinating com-
mittee. Commodore Charles A. Marsland, Charles A. McGill,
Edwin N. Knapp.

The Board of Trustees, acting in accordance with the by-
laws, will present to the club as honorary member the name of
Alexander McConnell, who <has been a member since 1897, and
has for many years during his active membership rendered the
club important and valuable service.

After the meeting the members will dine together, as usual.
m * *

CORINTHIAN Y. C. OF MARBLEHEAD
Lawrence F. Percival has been elected commodore of the
Corinthian Y. C. of Marblehead to succeed Commodore John B.
Fallon, who has retired from office. Commodore Percival is an
enthusiastic racing man and owns the 40-foot sloop Katherine,
one of the New York Y. C. class. The annual meeting of the
club was held at the Boston Athletic Club house on January 14th.
Other officers elected were: Vice-commodore, Frank C. Paine,
auxiliary schooner Seneca; rear-commodore, Sydney A. Beggs,
sloop Ruweida; secretary, J. W. Knapp; treasurer, H. S. Good-
win; executive committee, J. M. Ward, G. N. Proctor; member-
ship committee, A. G. Richardson, W. S. B. Stevens, W. M.
Weston, H. S. Goodwin; regatta committee, W. L.* Carlton, G.
Edwin Chapin, W. Candler Bowditch, J. R. Harding; house com-
mittee, three years, F. A. Floord; two years, Vaughan Jealous.
* « *
KEYSTONE Y. C.
The newly elected officers of the Keystone Y: C. of Tacony,
Philadelphia, are: Commodore, A. B. Cartledge: vice-commo-
dore, A. A. Jordan; rear-commodore, Samuel Littley; secretary,
Joseph W Broomhead; treasurer. F B Fisher; hoard of gov-
ernors, N. Hildesheim; J. E. Moore, C. P. Neveil, G. W. Hughes,
T. McKane Jr., J. Hartman, H. Weber, G. Strunk.

Google

54

TttEtfiB

RUDDER

February

[ William H. Griffin °^r[r " Yacht Sailmakcr 1

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

JOHN G. ALDEN

Tack Broker and
NaTal Architect

148 Stele SlTMt
Boston, MftM.
2318

Phone Stayrctant 7939

A. H. ^renzinger

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSEU DESIGNED AND BUILT

Plant. Specifications and Ettimatct Farnithed
For All Types of Vessels

41 Union Square

New York

THOMAS D. BOWES, M. K.

NAVAL ARCHITBCT AND BNGINBBR YACHT AND VBSSBL BROKB

Ofices, Lalayette BoildlBs ChestBat and Filth Streets

^'IILAD -'

Bell Phoae

PNILADILPNIA, PA.

Cable BoiBO

FREDKRIO S, flOOK

NAVAL ARCHITECT AND YACHT BUILDER
1,D.PIMM lAST amCNWION. ■• I.

WILLIAM GARDNER & CO. ^

Nival Architects, Eiisineers, Yacht & Vessel Broken

Yachts, Launches end Vessels of All Mmb

No. 1 BROADWAY, NEW YORK

Tsiepiicmc 3585 Rector

J. MURRAY WATTS CableAdd.'Murwaf

Naval Architect and Engineer Vadit and Vessel Braker

136 South Fourth Street Philadelphia. Pa

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and Motor Boats
120 BROADWAY, NEW YORK^

ToL 4S5S Roetar

The "HALL MARK" of
NAVAL ARCHITECTURE and
MARINE ENGINEERING

"Built to SEABURY DESIGN and
SPECIFICA TION" adds to the VALVE

(nol the cost) of your Yacht

SEABURY & deZAFRA, Inc.

CONSULTING NAVAL ARCHITECTS k MARINE ENGINEERS

VESSEL BROKERAGE-MARINE INSURANCE

150 NASSAU ST., new york n. v.

Phooe: BEEKMAN 2S04

CaUei*'SEAZA. N. Y.'

Designins and Building
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. CO.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyright 1919. Rex W. Wadmaa. lac.

Place Your Order Now

POR THE NEW BOAT-YOUR INVESTMENT
WILL BE SMALL COMPARED WITH OURS, THl
BOAT IS READY EOR SHIPMENT. LET'S
CO-OPERATE

•KANCATCLIS BOAT A OANOI CO.
SliBa««toU«, N. Y.

_ ., tNtTalart, Montreal
Cables Isuryeyors, Ncir York

^ , ^ f Montreal. Main 3352

Telephones \ ^^^ York, Bowling Green 6077

N. E. McClelland & co., Ltdo

NAVAL ARCHITECTS YACHT BROKERS

Montreal New York

286 ST. JAMES STREET 2 STONB STREET

Naval Architects,
Engineers, Yacht Brokers

cox & STEVENS

Ompiete pariiculars, plans and photographs promptly subtmlted on receipt of ingtdty,

Large list of yachts of all types for sale or charter.

Koukokuslis ni otegsmi onssshidashi no saiwa doso RUDDER nite goran no mi

15 William St., New Yoric

TCLCPHONCSx 1 375-1 37S Bra

Siaie your requirements.

February

■niE««»
RUDDER

55

MIDDLEWEST POWER BOATMEN ORGANIZE

The middlewest power boat men have planned to have a
council. This action was taken at a meeting held at Chicago on
January i8th and the council will be organized at a meeting to
be held at Detroit on February ist. At the Chicago meeting there
were delegates from all the Mississippi Valley clubs. This meet-
ing had been called by Admiral J. W. Sackrider of Racine, Wis.,
and after the Mississippi Valley meeting representatives of the
Lake Michigan, Lake Erie and Lake Ontario Associations joined
with the Mississippi Valley representatives and discussed plans
for the new organization.

This council is to be purely advisory and is to frame rules,
classifications, arrange dates of regattas and generally smooth
away present troubles.

Commodore F. W. Wakefield of the Inter-Lake Yachting
Association was requested to call a meeting of the delegates at
Detroit. Admiral Sackrider, W. V. Kiddei- and Charles P. Han-
ley will represent the Mississippi Valley at that meeting. The
Lake Michigan delegation will be headed by Commodore Sheldon
Clark of the Lincoln Park Y. C. and chairman of the Yacht
Racing Union. Dr. A. R. Hackett and Robert E. Power will
represent the Lake Erie Association.
"f. * *

INTERNATIONAL CUP ENTRIES

The Motor Boat Club of America, which has long been sleep-
ing, but still an organization, is to come to life again and will
have charge of the elimination trials to be held for the purpose
of selecting a team of three high-speed power boats which will
be sent to England to race for the British International Trophy.
Commodore A. L. Judson, who is president of the American
Power Boat Association, is to be commodore of the revified club,
and with him at the helm it is certain things will hum.

It is expected that there will be half a dozen boats at least
in these elimination trials, and the racing for the honor of mak-
ing the team will be very keen. Commodore Judson will be rep-
resented by the Whip-Po'-Will or by a new speed boat, which is
expected to be very speedy, or perhaps by both, as there is no
limit to the number of entries in these trials. Gar A. Wood,
who has been so successful racing for the Gold Cup, and who
had the challenge sent to England, will enter Miss Detroit IV;
and another Smith-built boat will represent Mrs. Wood. One
will represent the Detroit Y. C. and one the Miss Detroit Power-
boat Association.

William Metzger, rear-commodore of the Miss Detroit Asso-
ciation, is having a boat built by Smith, which will probably be
entered under the colors of the Detroit Boat Club.

♦ 4l 3»

GOLD CUP RACES
The Gold Cup races will this year be held at Detroit, Sep-
tember 4th to 7th, and it is hoped that the American team which
is to ^o to England will be back in time to compete. The program
at this regatta is quite an ambitious one. In addition to the
Gold Cup races, three heats of 30 miles each, there will be a
long distance race across Lake St. Clair for boats 28 to 40 feet,

bronze and silver trophy events for displacement boats ; the News
trophy race; the Sallan cabin cruiser race; the Miller chance
race; the Fisher trophy race and the mile-time trials for the
championship of North America.

G. A. Wood is sponsor for the Lake St. Clair race. He has
oflFered a $5,oog> prize for a free-for-all event for displacement
and monoplane boats over 28 and under 40 feet in length. The
length of the course is 60 miles.

The Gold Cup Committee held a meeting recently at which
Mr. Wood's offer of the prize was accepted, and at that meeting
the officers and committees who are to manage the races were
selected. They are as follows: Commodore, A. A. Schantz;
rear-commodore, William E. Metzger; vice-commodores, A. I.
McLeod, Horace E. Dodge, A. A. Templeton, Col. Edward G.
Heckel, Commodore R. George Marsh; chairman finance com-
mittee, William E. Metzger; treasurer, Theo. F. A. Osius; secre-
tary, J. Lee Barrett; finance committee, A. A. Schantz, chairman,
W. E. Metzger, vice-chairman; reception committee, James
Couzens, chairman, John J. Barium, vice-chairman; regatta com-
mittee, Fred R. Still, chairman. Otto Barthel, vice-chairman ; pub-
licity committee, Charles D. Lynch, chairman, E. J. Stafford,
vice-chairman, K. W. Hall, Eddie Edenburn, H. Pearson and
Burt Walker; patrol committee, E. M. Gregory, chairman. Dr.
A. W. Hackett, vice-chairman ; entertainment committee, R. W.
Rennie, chairman, Dr. G. H. Voelkner, vice-chairman ; transporta-
tion committee, A. T. Waterfall, chairman ; measurer's committee,
Dr. A. W. Hackett, chairman, William T. Meier, vice-chairman;
race committee, Charles D. Cutting, George Mowry, G. A. Wood ;
hotel committee, Frank W. Harriman, chairman, H. William
Klare, vice-chairman; surveyor, Prescott G. Brown.
* * *

FLORENCE CHARTERED BY PERCY CHUBB
Percy Chubb, who some years ago was a most enthusiastic
and active yachtsman, has chartered the power yacht Florence,
and is now cruising in southern waters. The charter was made
through Tams, Lemoine & Crane, and that firm superintended
the fitting out of the yacht at Tebo Yacht Basin. Florence is
154 feet over all, 127 feet 6 inches on the water-line, 20 feet
breadth and 7 feet draught. She is powered with two Winton
engines of 250 h.p. each and has a speed of 14 miles an hour.
She was built by Lawley in 1914 from designs by Henry J. Gielow
and has six large staterooms, five bathrooms, a dining room, sit-
ting room, music room, and is equipped with electric-lighting and
ice-making plants.

Mr. Chubb flies the burgee of the New York Y. C. He in-
tends to make his headquarters at Nassau and will cruise among
the West Indies, returning in the Spring.

♦ * ♦

TAMAQUA Y. C.
At the annual meeting of the Tamaqua Y. C. these officers
were elected : Commodore, F. A. Pilsner ; vice-commodore, W. H.
Citchley; rear-commodore, W. H. Tisne; treasurer, G. Mac-
Donald; financial secretary, W. H. Hume; recording secretary^
T. V. Gould; trustees, E. V. Barton, W. Bond, J. Eckholdt.

[J. W. Lathrop Co. "^

Conn.

Manufacturers of

Var god aberopa THE RUDDER nar annonsorema tUlskrifvas

GAsoW EngineyT

Google

Digitized by

56

ThEfl«»

RUDDER

February

SfeSftSSSfesS Order Yours Early

We are arranging tremendous production of Red Wing Marine Motors for
' 1920, but there is every indication the demand for them will be difficult to fill,
for the coming year will see the greatest construction of new boats ever under-
taken, not alone in America but all over the world.

If you are figuring on a new power plant for 1920 we urge you to get into
communication with us now, while we can guarantee deliveries. It will save disappointment later.
Five Models, 10 to 40 H. P., for every service. They burn either gasoline or kerosene.

RED WING MOTOR COMPANY, Dept R. Red Wing, Minn., U. S. A.

Unit Pow©r Plant, M«d«l "F" THOROBRKD

2S-39 H.P., 4 1-1 • X Bin.
Furnlakcd with or witliout Unit Powor Plant

SEAWANHAKA-CORINTHIAN Y. C.

At the annual meeting of the Seawanhaka-Corinthian Y. C,
held in the Ntvr York Y. C. house on Tuesday, January 13th.
Ralph N. Ellis was reelected commodore. Junius S. Morgan Jr.
was elected vice-commodore, and Paul L. Hammond, rear com-
modore. Other officers and members of standing committees
elected were: secretary, Henry R. Hayes; treasurer, Arthur
Weekes Jr.; measurer, Alexander M. Orr.

Trustees (Class of 1921)— James D. Erskine; (Class of
1923), Franklin Remington, Albert Strauss and T. F. Humphrey.

Race Committee— Colgate Hoyt Jr., chairman; John Clinton
Work, Henry M. Curtis, secretary; William H. Appleton and
H. E. Boucher.

Committee on Lines and Models— C. Sherman Hoyt, Alex-
ander M. Orr and Jonathan M. Thompson.

Law Committee— Gherardi Davis, William A. W. Stewart and
C. J. Noursc.

Committee on Navigation and Seamanship— Arthur Curtis
James, William J. Matheson and F. S. Hastings.

James D. Erskine was elected to fill the vacancy in the
board of trustees caused by the death of Dc Forest Hicks.

MAUMEE RIVER Y. C.
The officers and committee chairmen who will be responsible
for the Maumec River Y. C. this year are : Commodore Elmer
T. Hoist; vice-commodore, Paul Jones; fleet captain, Kenneth
Legron; fleet surgeon, Dr. Paul Hohly; harbor master, R.
Blanchong; recording secretary, Paul Sussman; financial secre-
tary A R. Perry; sail boat measurer. Eb. Walbndge; asst. sail
boat measurer, Gus Walbom ; chairman power boat committee,
Stanley Sloan; chairman sail boat committee, Paul Sussman;
chairman house committee, Roy O. Hart; chairman entertain-
ment committee, L. A. Boulay; chairman card committee, N. 1.
Taylor; chairman dance committee, J. Simmonds; chairman ice
boat committee. Gale Willetts; L L. Y. A. Delegate, W. J.

Billingslea.

HARLEM Y. C.

Commodore George Young of the Harlem Y. C. was re-
elected by the members of that club at the annual meeting held
recently Other officers elected were: vice-commodore, J. L
Glover; rear commodore, Langley Hawthorne; secretary, J. D.
Bradley; financial secretary, William T. Hyde; treasurer, H. W.
Anness. The following were elected as members of the board
of trustees to serve three years: John A. Crowley, Frank Mc-
Dermott and T. B. Bates. Commodore Young reappointed Dr.
T. A. Martin, fleet surgeon, and Carl H. Young, measurer.

The Harlem Y. C. is prospering and the outlook for the
coming season is very good. In 1919 the club redeemed $1,000
of its mortgage bonds.

SOUTH BOSTON Y. C.

The South Boston Y. C. members have planned to renovate
and improve their clubhouse. Of the $20,000 necessary for this
work, $18,000 has been raised. The officers elected at the annual
meeting held on January 7th were : Commodore, Walter D. Long ;
vice-commodore, Neil H. Cronin; rear-commodore, Frank L.
Cook; secretary, Henry P. Murphy; treasurer, Harry L.
Wheater; measurer, Sylvester L. Gookin; fleet surgeon, Dr.
Charles R. Rockwell; fleet captain, Leon T. Allen. James T.
Allen, who has been fleet captain for four years, declined a re-
appointment, and the members presented him with a fine pipe
and a supply of tobacco in appreciation of his services.

RETURNS FROM SERVICE

F. Stanley Wood has returned from France after his service
with the A. E. F. and has taken charge of the Marine Depart-
ment of G. B. Carpenter Company of Chicago.

Mr. Wood is a well-known yachtsman and has proven his
100 per cent. Americanism by his service abroad, and under
his management the Marine Department is bound to boom.

^^enher^

Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load.
Variable speed instantly obtainable (rom just

"turning over" to wide open.
Operates on low price fuel oils.
Fuel consumption .55 lbs. per h.p, per hour

No Water Injection
SIZE5 60 H.P. UPWARDS
WRITS FOK OUX UTSfUiTUHS ^TATtSG YQVR XMQUfRSM£fifTS FULLY

COMPANY, Maiiuf act ureri, 1705 I2tli 5tr«etf Two RiTcr*. Wi»^ U

S. A.

Please mention THE RUDDER when writing to advertisers C^ r>.r>.nAr>

Digitized by VrjOOv IC

February

RUDDER

57

The Allen Dense-Air Ice Machine

no chemicaU.

It u placed in the engine room, while the ice*niaking box end meat rooms
are at distant places of the steamer

Steam Yachts— Atalanta, Constant, Riviera, Emeline,
Apache, Electra, Nourmahal, Josephine, Virginia,
Thespia, Dorothea, Alcedo, Enterprise, Felicia,
Aloha, Attaquin, Nydia, Alvina, Margaret,
Kanawha, Pantooset, Rheclair, Aztec, Rambler,
Surf, Sultana, Emrose, Guinevere, Cyprus. Nearly
three hundred in daily service in the tropics on
men-of-war, steam yachts and mercantile steamers.

H. B. ROELKER

Designer and Manufacturer Screw PropeUera

41 MAIDEN LANE« N. Y.

A NEW KERMATH

The illustration shows the new 40-h.p. Kermath, which
sells complete for $1,500.

In every detail they have taken the benefit of the most
modern engineering practice. It has a deep section crank
case, giving extreme rigidity to the crank case and bearings,
and perfect alignment of the motor at all times under most
extreme conditions. This feature is necessary in designing
engines of high power suitable for extreme heavy w^ork.

The engine may be operated with the greatest success

at speeds as low as 500 r.p.m. It is perfectly balanced and
on account of this is also capable of speeds up to 1,200 r.p.m.
The bearings throughout are large, valve diameters ample,
and the whole power plant built with the idea of delivering
the greatest possible efficiency. The reversing gear fitted
to the engine will transmit twice as much power as the plant
can develop a factor of safety found in few engines.

No expense has been spared to make the engine perfect
in every detail and they have built the power plant of the

best materials and accessories obtainable, basing the price on
a production proposition.

The engine has been very carefully tested under actual
service for over a year and a half and finding it stood up
successfully to every test given under all conditions of
weather, the company added it to their stock line of 1920.

During the testing period naval architects, boatbuilders,
engineers and yachtsmen were invited to take trips and point
out any weak feature, as the manufacturers determined to
have a perfect product when ready for the market.

Among many others, A. W. Toppan of Boston, who is
known to be one of the most exacting and shrewdest engine
buyers in America, made a number of trips. He informed
the writer he tried every kind of a trick he knew, and the tests
he put the machine to would cripple nine out of ten engines.

At his request the engine was slowed down until he
could hardly tell it was running and then he jammed in the
clutch, expecting to stall it. Much to his surprise the engine
picked up its load without hesitation, in fact, it seemed to
respond in an uncanny way in a dozen attempts.

The Kermath Manufacturing Company have enlarged
their plant and are building on a large scale, as this is the
only way it is possible to turn out the engine up to date in
every respect at the price they are selling it.

MOTOR SCHOONER JAYO

Seabury & de Zafra, Inc., 150 Nassau Street, New York,
have successfully negotiated for one of their clients the pur-
chase of the motor schooner Jayo, now at Lisbon.

The Jayo is to proceed immediately to New York to be
docked and sheathed with yellow metal and then to proceed to
Southern waters to go into trading, relieving a small steam vessel
which will then be sent to New York for the removal of the
steam power plant and the installation of a fuel oil motor of
American manufacture.

It is the intention at a later date to replace the present
Skandia engine in the Jayo with an American fuel oil engine
similar to the one to be installed in the steamer.

BILGE PUMP

NflJ, ill Brasses. Hq, 2. 'yr:M6,

Fog and Ships' Bells
for all size crafts

Jingle Bells, Pull% Gongs,
Cranks, atCi

BEVIN BROS. MfG. CO.
Ea»t Hampton Connecticut

Please mention THE RUDD ER when writing to advertisers

58

TMEfl«*

RUDDER

February

MALLEABLE IRON BOAT HARDWARE
We illustrate one of the most popular makes of socket and
row locks made. Now that their war contracts have been com-
pleted the Malleable Iron Fittings Company are prepared to
devote their whole efforts to their regular line of malleable iron
fittings.

In addition they have added a line of propeller wheels for
commercial vessels and are in position to make some attractive
quotations.

Mr. J. G. Fisher, their general sales manager, is in charge
of the New York City office at 253 Broadway and will be pleased
to make prompt quotations to the trade.

♦ ♦ *

FREE LECTURES

At the request of a number of local yachtsmen a free course
of illustrated lectures on coastwise navigation and small boat
handling has been arranged for by the Yachting Department of
the New York Athletic Club. These lectures started January
19th, at the New York Y. C., Sixth Avenue and Fifty-ninth
Street, New York City, and will be given every Monday at
8 o'clock.

An invitation is extended to all who are interested. Attend
this series of lectures, and there will be no charge of any nature.

The subjects to be taken up are as follows: Rules of the
Road and Whistle Signals; Lights for All Classes of Vessels;
Buoys, Aids to Navigation, etc.; The Compass and Its Use;
Compass Errors and Corrections; The Chart and Its Use;
Nautical instruments and Publications; Coastwise Navigation
and Piloting; Sailing in Fog at Night; Flags, Colors and Yacht-
ing Etiquette.

♦ ♦ *

SANDS V. F.

This is the title of a 30-page booklet just published by A. B.
Sands & Son Company of 22 Vesey Street, New York.

It was prepared especially for the use of small boat owners
who may require spare parts or additions at fitting-out time.
There are many valuable suggestions for saving space, and
while this booklet does not cover the complete line of plumbing
manufacture by the firm, it contains the most important that are
used in small boat work, making a quick, handy reference book

for all boat owners.

« « «

MODEL GR STERLING

This latest Sterling has been developed from their previous
models and is not a radical departure from Sterling practice.

This engine has proven itself one of the best on the market,
and in this latest type they have added a detachable cylinder
head containing overhead dual inlet and dual exhaust valves,
in addition to which various bearing surfaces have been in-
creased, and exhaustive tests have proven their overhead valve
operating mechanism.

ANNOUNCEMENT
Second Annual Aeronautical Exposition of Manufacturers'
Aircraft Association, Inc., at Seventy-first Regiment Armory,
34th Street and Park Avenue, New York, March 6-13, 1920,
inclusive.

♦ ♦ ♦

PORT OF NEW YORK ANNUAL
Any one passing along the waterfront will note the apparent
unending congestion of trucks, which is a disgrace to the Great
City of New York. The truck drivers, however, enjoy it im-
mensly, as they fill in on overtime at double pay, and the cost to
the shipper at -the rate of $2.00 an hour for truck hire puts a
severe handicap on the Port of New York. That the conditions
may be appreciated and some action taken to reform same has
been accepted as a duty by the publishers of Port of New York
Annual.

The publication also gives valuable information regarding
the port that will be found of unusual value to all interested in
shipping. It contains 416 pages of text with numerous illustra-
tions; bound in blue cloth. The subscription price is $3.00 a
copy. Published by Smith Port Publishing Company, Inc., of
3 South Street, New York.

♦ ♦ ♦

NEW COMPANY
The completely equipped motor factories of the Curtiss Aero-
plane & Motor Corporation at Hammondsport, N. Y., were sold
recently to L. J. Seely of that place. The plant has now been
turned over to a new organization known as Keuka Industries,,
Inc., of which the officers are: L. J. Seely, president; John H.
McNamara, vice-president; K. B. MacDonald, secretary and
treasurer. The directors are: Glenn H. Curtiss, Hammonds-
port; K. B. MacDonald, Buffalo; J. H. McNamara, Hammonds-
port; Hugh Satterlee, New York; L. J. Seely, Hammondsport.

* * *

TOW BOATS
Seabury & de Zafra, Inc., 150 Nassau Street, New York,
have just completed designs for two small wooden towboats for
lumber towing in Manchuria. The designs show very business-
like little craft, with enclosed pilot house and fidley over the
engine and boiler rooms, and crew bunks for four under the
forward deck. The motive power to be a 50-h.p. compound
steam engine with coal-burning water tube boiler. The dimen-
sions of the vessels are: Length, 45 feet; beam, 11 feet; draft,
light, 3 feet.

♦ ♦ ♦

LUMBER
Jordan Bros. Lumber Company of Norfolk, Va., manu-
facturers of White cedar boards and cedar products have suc-
cessfully completed their work for the United States Govern-
ment and are now prepared to take care of commercial business.

* ♦ ♦

CHANGE IN FIRM
The co-partnership existing between Mr. Gielow & Mr. Orr
expired on the 3d of January by limitation. In future the busi-
ness will be conducted by Mr. Henry J. Gielow.

* * *

AN OLD FIRM WITH A NEW NAME
The old firm of the Cape Cod Power Dory Company, who
have been building boats for a great many years, have been taken
over by the Cape Cod Ship Building Corporation together with
the factory and its equipment of patents, good will, special pat-
terns and moulds for building standardized boats.

J

UNTIL TOU HAVE SEEN THE EXHIBIT OF THEICAPE COD SHIP BUILDING CORP., AT^GRAND CENTRAL PALACE, New York, FEB. 20-28, 1920

Builders of Craft to
150' Length or
10' Draft.

Winter Storage

20* Dory Launch
17* Sail Dory

16* Shallow Draft
17* Life Saving Dory
14' Outboard Motor
10' Row Boat
12' Row Boat

Our Leader 20 ft. SpecUl. The Baleit little family boat built, will stand the ocean waters. Motor housed in.

CAPE COD SHIP BUILDING CORPORATION

—f t* OAPI ODD POWm DORV OOMPANV, 9%7 Main St.. WaraKam, Mms. Now V*rli Show n—m; 41t Stk Av«., Itov

itow VaHi OHy

Hagan el favor mendonar el RUDDER cuando escriven

Digitized by

Google

- — —■'^^^ - /

■f^wjUiif^"

\y —

Piece Work

T^O THE REAL WORKER it means a Fat Pay
-■- Envelope Every Saturday at the Submarine
Boat Corporation. Especially for Good

Riveting Gangs

Riveters

Holders-on

Heaters

Passers

Ship Fitters

Drillers and Reamers

Regulators

Erectors

and other Trades

The fairest basis of reward for labor is piece work. Production on an hourly
basis treats the conscientious worker and the slacker alike. But piece work
renders a just discrimination.

The day rate as set by the Wage Adjustment Board states that Riveters should
receive .80 per hour, Holders-on .60, Drillers and Reamers .58 to .68, and
so forth. Our piece workers in these departments average from 15 to 20%
higher. The piece work pay is what you make it.

Unskilled but Ambitious Men are Wanted to Learn

the Various Trades

If you desire to become a Shipworker you can learn quickly,

efficiently and thoroughly at our training school.
GOOD PAY WHILE LEARNING. $.46 to .56 per hour.

TRAIN SCHEDULE

NEW YORK,N. Y., Ub«rtySt.,J«MTCentnUR.R.
Lm*« tsU, tM, *:M, ItSi A. M.

JERSEY CITY, N. J. Jackw» At*.. Sunn Cantfal R. R.
Lmt* t:35. «iM. 8<1« A. M.

NEWARK, N. J.

Broad St., Jctm^ Cantnl R. R.
Lmw «tM, feM, feM, 7:10, StlO A. M.

AIM takeTroltoj MaricMl "Part
Nawark".

BAYONNE, N. J.

GraaBTllte Station, LahlghVallay
L«av«t7.-«0A.II.

ELIZABETH, N. J. BUiabath Stattoo. JarM^ Caatral
R. R., LaaTai «sM A. M.

ELIZABETHPORT. Laavaa i<S5 A. M.

COME TO EMPLOYMENT OFFICE OF

SUBMARINE BOAT CORPORATION

NEWARK BAY SHIPYARD

PORT NEWARK, N. J.

Digitized by

Google

Published on the
24th of the Month

THE

RUDDER

Yachts

Commercial Boats

and

and

fachting

Equipment

Edited by
Arthur F. Aldridge

Engines

and

Accessories

Copynght 1920, by The Rudder Publishing Co., New York. NOTICE— The eoattntt ofthh magaxine, iaeluding all artitht, illuitrationt, plant and detignt, art covered by
copyright, and their reproduction it abtolutely forbidden without the content and permlttion of THE R UDDER PUBLISHING COMPAN Y.

Volume XXXVI

March, 1920

No. 3

Fitting Out Time Is Here

By Gerald Taylor White

THE ground hog has come out and taken a look
around and has seen his shadow. According to an
old tradition that means that we will have six weeks
more Winter. We will soon have to dig out the old suit
of overalls and get on the job. As a rule the yachtsman
welcomes this fitting out period, although it means that
stiffened muscles will have to be eased up and that many
sore fingers will have to be doctored. But who cares?
As long as we will have the opportunity of working on
our beloved boat we should be happy.

During the war period there were many boats laid up
during both the Summer and Winter seasons. If your
boat was laid up last Summer you will find that there
will be a great deal more work to do than you would
have had if it had been in commission. A boat will al-

ways deteriorate more or less while laid up. This means
that you will have to start a bit earlier this year than ever
before. As all supplies are up in price you will probably
have to spend a little more than usual for the needed
paint, varnish and other requirements. I do not tell you
this to discourage you at all, but simply to prepare you
for the work in hand.

The greatest mistake made by inexperienced boatmen
is to underestimate the cost in both time and labor of
alterations and outfitting. Time after time I have found
men planning to make extensive alterations, and then
beginning these alterations in April or May. As the
average man has only his Saturday afternoons and Sun-
days to work in he should not start to make any changes
that are liable to take him well into the Summer. Of

A Thoronsh Hoselng Will Make a Decent Painting Job Possible

K

With tbe Ensina In Thli Condition » Fropar Inspection Can Ba Mada

Digitized by VjOOQIC

lO

THE««»

RUDDEI^

March

The Use of the Finger as a Putty Knife is Not According to Hoyle, and
Extremely Messy

course, there are certain things that must be done. The
boat must be painted and varnished ; the engine must be
gone over thoroughly, and the sails and rigging must
have their share of attention. Unless you have plenty
of time ahead of you and several helpers, do not try to
do too much.

The really important things to give your attention to
are the preservation of the hull and the items upon which
your safety depends. The rest is perhaps advisable, but
as a rule not absolutely necessary. It is thus wise to

consider only the main items at first until you see what
time you have left over.

The first thing to do when you tackle the fitting out
job is to uncover the boat and give it a good airing. If
you are located where you can get hold of a hose with
some little pressure in the line you can wash the hull off
outside and inside, especially below the floor. Clean out
all oil and dirt from every part of the hull. Open every
locker and remove all tools and other equipment from
the boat. Take out the floor boards and clean them up
on the under side as well as the top. Take hot water and
washing soda, scrubbing brushes and elbow grease.
Spend the entire first day if necessary in getting the boat
clean. You positively cannot varnish or paint over a
dirty surface. If you have had many years of experience
at the fitting out game you will know this, but every
boatman tries at some time to put a coat of varnish on
top of a coat of oil and dirt. The result is always the
same.

■ If the engine is not too heavy it should be taken out
of the boat and put into a shed. You can work on the
machine much better when it is out of the hull. If the
engine is of the heavy type it may be necessary to take
it apart to get it out, but it should be taken apart anyway
for a proper cleaning. One of the reasons for taking

The Easiest Way to Bemove Faint — Not So Satisfactory for Vamisli

Bemoving Carbon ancl Cleaning Out the Water Jacket Bast

the engine out is to get at the bilge under the machine.
Usually you will find this place a nasty mess -of oil and
grease. This must be scraped out perfectly clean and
the bed and inside of the planking washed off with gaso-
lene. It may seem to you the ravings of a fussy old
woman to make so much ado about getting parts clean,
but a dirty boat is an abomination in every way. In the
first place the so-called bilgy smell that is the cause of so
much seasickness is due to dirt in the bilge. Half of the
cause of rot is to be laid at the same door. A dirty
plank or frame cannot be inspected properly and in con-
sequence a place that needs attention will often go un-
seen. Don't let anyone tell you that engine oil and cup
grease is a wood preservative. It is exactly the opposite.
The best preservative for wood is a good coat of paint,
and plenty of air. The dirt prevents the action of both.
A rather good tool for the cleaning of the bilge in the
way of an engine compartment is an oil gun filled with
gasolene. The nozzle should be made smaller than is
the case when you are using oil ; a toothpick stuck in the
end will make a smaller opening so that the stream of
gasolene can be shot with some force at the dirty part.
A somewhat more complicated rig, but a better one, is
a small tank of gasolene with a hand pump so that air

Digitized by

Google

March

THEe»»

RUDDEP

II

pressure can be kept on the contents. A small hose and
nozzle attached to the tank will permit the cleaning of
all greasy parts. An outfit like that is of great help when
the engine's turn comes.

All cushions, pillows, bedding, curtains, carpets, etc.,
must be taken out of the boat and hung up on a line in
the sun. If they are at all dirty they should be sent away
»to be cleaned in a proper manner; If the boat has been
stored where there is considerable dampness you may
find that the fabrics have become mouldy. Unless this
is very bad the articles can usually be restored for use
by a liberal application of fresh air and sunlight. All
carpets and cushions should be beaten well and then
brushed oflF. The air and sunlight treatment should be
given to all rope and such things as woven fenders. In
going over the rope be very careful to inspect it thor-
oughly. Remember that upon the strength of that rope
you may some day hang your own and the boat's safety.
If there is the slightest reason to suspect that the rope
is rotten, or if frayed places are found, discard it. A
new line will be the cheapest sort of insurance. There
are several ways in which old line can be used. The best
kind of fenders can be woven from old line. The method

Cutting the Water -Line is the Last Step Before Launching

of doing this is too long to put in this article, but any real
sailorman can show you in a few minutes.

If you have any anchor chain fish it out and go over
it link by link. Often you will find a place where the
links have been badly rusted. Saw these bad links out
and connect the two pieces of chain with a connecting
link. These connecting links are simply split links with
pins on them that can be rivetted together easily. If the
chain is of the black iron variety, with no galvanizing
upon it, you should chip off what rust there is in order
to see what the real condition of the chain is underneath.
A coat of red lead all over is the best plan with such a
chain.

The anchors should now be looked at with care. If
the hooks are of the folding type you must unfold them
and set them up. Quite often this type of anchor will
have the galvanizing chipped oflF and then rust will get
in and cause the moving parts to stick. You should not
wait for a bad night with an onshore wind and a stalled
engine to discover that the anchor is rusted so that the
stock will not open out and fasten properly. If there
are any pieces of leather connected with the pins that
hold the anchor open they should be removed. Leather
will rot very quickly in salt air. A coat of aluminum

Betuming the Piston is Complicated by the Necessary, But Annoying

Blngs

paint will not only serve to protect the anchors from
rust, but will improve their appearance very much. The
same thing can be said about the side lights and other
metal parts that are not polished brass. Remember that
galvanizing is a temporary protection against rust. In
time it will wear off and leave a bare spot. Keep it
painted to be sure, for a painted surface is safe from
the evils of rusting.

The rudder and stock should be inspected with great
care. If the shoe under the rudder is fastened with
galvanized bolts they should be drawn and looked at.
Quite often a galvanized bolt will look all right from the
outside, but on the inside the galvanizing will have be-
come bad and the bolt rusted. A frequent cause of com-
plaint is that the pin on the bottom of the rudder will
wear an oval hole in the shoe. If this is the case with
your boat you should remove the rudder and bore the

(Continued on Page 73)

The Final Adjustment of Push Bods Completes the Engine Wj

Digitized by

Hoogb

What's a Cruiser?

A GARY SMITH once remarked a boat built for
a special purpose was splendid for its work, but
useless for other service.

Cruisers may be classed under three types — Express,
Light and Heavy. In the early days of the Express
type J. J. Amory described an express cruiser as 80%
express and 20% cruiser. Since then there has been a
sensible development of the type with a little more boat
and less engine factory in the power plant. In selecting
a type it all depends upon the
man, some are speed crazy,
others prefer lightly-built high-
powered boats for Sound and
River work, while the 'fellow
who loves an old hooker begins
to live when it blows great guns
and he can stick his nose out to
sea from a rugged coast in
weather that is not fit for a light
cruiser to battle with the ele-
ments.

As extremes of the types in
cruisers we show a high power
cruiser and a regulation old gale
battler fit for bad weather any-
where. The high-power cruiser
gives one all he could ask for
in the way of speed and looks,
but to gain speed you sacrifice
room, as it is necessary to build

a fine-lined, lightly-constructed boat, when the, question
of speed enters.

In the out-and-out cruiser speed is secondary, the
timbers heavy and the boat wide, as it is built and planned
for long extended cruises in all weathers and a heavy-
duty engine is advisable.

In the Block Island Race in 1919 of the New York
Athletic Qub an interesting fieet was brought together.
The boats were raced in two classes. In the larger class

they were all heavy-weather boats built solely as cruisers
with no thought of racing. Commodore Anderson, owner
of the Gardenia, had used his boat for a number of
years and to revive the interest in the sport entered the
race. He did not think it worth while to have the engine
manufacturer look over the engine, as it never failed
him, he knew it would run and he just entered in a real
sporting spirit and won the race in the larger class.
Uonda was equipped with a Lamb and had no chance,

50-Foot Elco Standardlced CrnlJier; Price $16,500

52-Foot Commater of the Consolidated SMpbuildlng Corporation

but made a plucky fight in a heavy sea and finished
second.

A. B. Duryea was convinced his boat was not at fault
and when he got back took out his old engine and in-
stalled a Standard, and hopes to tell another story next
year.

Marilene II, to the writer's way of thinking, was the
finest old hooker in the fleet and had a real hard luck
story, being unable to finish through a shortage of gas.

The day before the race
Commander Williams had an
engineer come up to adjust his
carbureter as he wanted to ^et
all there was in his boat in the
way of speed. The adjustment
was made during some trial runs
and he was assured the all was
coming out of the engine, which
made the crew happy and con-
fident. On the way back to the
anchorage he succeeded in
bumping a rock that he had
sailed over for ten years. After
an anxious night watching for
signs of a leak that did not de-
velop he entered the race next
day in a very hopeful mood.
There was a nasty following sea
that increased the further east
they went, but it was just his

Digitized by

Google

March

THEfl«»

RUDDEP

13

Gardenia, Oommodore Harry Anderson, Owner, 50 Feet Long and
Equipped Wltb a Standard Engine

weather and he established a lead. Thick black smoke
poured from the exhaust and in the excitement no one
noticed it, and by the time they reached the end of Long
Island Sound the gasolene supply was only sufficient to
reach Greenport, and as no gas was obtainable in time
to continue they were obliged to drop out. In setting
the carbureter practically all air was cut off and solid
gas shot through the engine, depleting the supply, and
the old story of eleventh-hour preparation was repeated.

C. p. p. Bonnell's 37-Foot Crolser, Old Glory IV, Equipped With a
Loew- Victor Engine

the past, he fell. The 100 was installed and on the first
short run burned off all the paint and limped home on
about 10 real h.p. Next run the engine got red hot.
The salesman said it needed a larger pump, but larger
pumps did not help matters and at the end of the season,
after all sorts of trouble too numerous to mention, the
100 was taken out and a 50-h.p. Buffalo installed. With
this rig Marilene II can go anywhere is any weather
and has been a constant source of pleasure.

Uonda, a 4 2 -Foot CruiBer Owned by A. B. Duryea, Equipped With a
Lamb Engine

The Marilene II is about as husky a boat as you could
meet in a day's run and the selection of the power plant
is an interesting story. The boat was designed by Morris
Whittaker, built by Anderson and is timbered *'Oh Boy"
regulation trees. I hope she never hits an express cruiser.
Whittaker suggested a 50-h.p. Buffalo as being ideal. A
slick engine salesman got hold of the owner and offered
to sell an 80-ioo-h.p. for less money. The 100 end
sounded like twice the h.p. of 50 and as many have in

H. A. Jackson's Victory n. Winner of Second Division Block Island
Bace; Sterling Engine

In the smaller class of the Block Island race, Old
Glory IV, Victory II, Kodak, Firefly and Ladybird
entered. The Kodak broke the unwritten law, having two
navigators in charge. Only one man can navigate a ship
successfully and in this case they could not agree as to
course and the Kodak was headed for the Race and
the Gut during the run much to the amusement and joy
of her competitors.

(Continued on Page 78)

H. M. Wj

's 46-Foot Cruiser, Marilene n, Equipped With a Four- Cylinder, 6% x 9-Inch Buffalo Engine

Digitized by

Google

Multiple-Unit Marine Transportation and

Its Possibilities

A New Phase of Electrical Propulsion
By Robert G. Skerrett

WE tuck away in a tugboat engines of much greater
power than the needs of her own propulsion
demand. We do this so that the surplus energy may be
effectively utilized in the movement of craft that have no
means of propelling themselves. That is to say, they
bear the same relation to the towboat that one or more
trailers do to a motor truck. This analogy, however,
should not be carried too far, and the difference be-
tween the two modes of progression is the reason for
this article.

The motor truck has normally a pretty firm tractive
grip upon the supporting roadway; and when surface
conditions hamper, anti-skidding chains are resorted to
for the purpose of providing a better foothold, so to
speak. Further, the driving impulse is so distributed
that two and even four ivheels may exercise a tractive
effort. Finally, the truck's revolving wheels in no wise
increase the drag of the trailers through any reaction
induced by their advance along the ground. Towing in
this case is reasonably efficient, and the chugging motor
is economically employed.

But what are the circumstances under which a tug
operates when its attached string of barges, etc., must
per force of circumstances, be drawn with a short tow
line? If these boats are laden, they lie low enough in
the water to feel the full force of the rearward rushing
race from the tug's propeller. The tug, because her
convoy is a heavy one, makes headway slowly, while her
engines, turning over at top speed, neutralize in a meas-

ure their best efforts by reason of the backwash of the
screw, which tends to push the tow in the opposite direc-
tion. The result is, in effect, a wasteful tug-of-war;
for there is no way of adding to the propeller's grip
upon the water — the wheel functions with a dispropor-
tionate and decidedly unproductive slip. This state of
affairs is further aggravated when the towboat has to
buck a strong current. Each unit of the tow then be-
comes an added dead load; and possibly 75% of the de-
veloped horsepower of the engine is squandered in an
uneven struggle.

These facts have been generally recognized by nauti-
cal men for a long, long time, and yet nothing has been
done in practice to get at the fundamentals of the prob-
lem. For rough-water towing and work out in the open
ocean some betterment in propulsive effect has been
secured through the development of the towing engine,
i. e., the constant-tension machine. This has served to
ease the strain on the primary tow line and to modify
the intermittent pull or drag between the tow and the
steamer when they were oppositely affected by their posi-
tions in relation to a driving sea. However, the basic
difficulty — the more effective utilization of the available
horsepower — has remained substantially unchanged for
decades.

In another respect, too, improvement has been con-
spicuous by its absence. Steerageway, and therefore con-
trol of the tow, is absolutely dependent upon the speed
of the tug, and in a general way each vessel in a numer-

The Way Mr. Donnelly Has Applied Electrical Drive to HU Twin Yachts

Digitized by VnOOQ iC

March

THEe»»

RUDDEP

15

The Electrically Propelled Tactats Under Way, the New Era Leading

ous tow is without freedom of mobility — its maneuvering
capacity is strictly limited to the directional pull of the
tow line. With a cross wind or a side current leeway
comes into play and interferes to a marked extent with
the vessels forging ahead along the shortest route to the
objective. The tow drags away to one side, calling for
a heavy opposing rudder angle to hold the steam craft's
head even approximately on the desired course, and the
lateral pull, together with the position of the helm, con-
tributes to the burden on the engines and reduces to that
measure their net propulsive effect.

And what happens off our coast when a string of
coal barges, for example, is caught in a storm? Ordi-
narily it is the custom to make for the nearest port and
there to lie until the weather abates sufficiently. Per-
haps, before this haven can be reached, one or more of
the convoy has been set adrift by the parting of the link-

Waste of Power; Tugboat Palling Barges Directly in Backwash of Its
Powerful Wake

ing hawsers. If the wind be strong and the waves
tumultuous these craft are battered and driven helplessly
to leeward by the angry elements unless the vessels are
within soundings that will permit them to anchor and
thus to try to ride out the gale. The task of reassem-
bling a parted tow under such conditions is all too fre-
quently quite out of the question. Even if hawsers do
not snap and the main tow lines hold, still headway is
dreadfully hampered by the intermittent and irregular
surging of the successive units of the fleet ; and the tug
or steamer may have to battle with these restraining
forces when her screw is racing and she cannot dig into
the water with her toes, to put it popularly.

Within the sheltered waters of some of our busy
navigable highways conditions are made harder for the
free movement of other shipping by reason of the slug-
gish travel of burdened tows. Xlore than that, the dif-
ficulty of maneuvering these tows oblige other craft to
give them a wide berth — thus, in effect, narrov/ing the

General Arrangement of Power and Beserre Buoyancy Features of the Tacht New Era

Digitized by

Google

i6

RUDDER

March

Tbe Ubiquitous Tugboat 1b Indispensible, But Its Engine Power is
Crudely Applied

routes in already restricted channels. For the purpose
of making a tow compact, a frequent sight is that of a
tug moving with her charge alongside, or possibly sand-
wiched between a couple of them. This lateral load,
especially if one-sided, has an unbalancing tendency, and
the tug does its work at a disadvantage both from the
point of view of power utilization and of facility of
steering. Time and again collisions are the consequence
of this hobbling, as it were.

What, then, is the probable remedy for this state of
affairs in water transportation? Is it possible to secure
a much higher efficiency in the utilization of the primary
power? Can both the towboat and the craft ordinarily
handled by it be so modeled and equipped that the initial
energy will insure higher speeds and a flexibility of con-
trol which are now unattainable? Further, will it be
practicable to add to the element of safety by abandon-
ing dependence upon the binding links of successive tow
lines? William T. Donnelly, a well-known engineer of
New York City — a man widely familiar with maritime
matters — has done more than merely suggest methods
of improvement, for he has blazed the way for a new
era in water-borne traffic by thoroughly convincing
demonstrations.

Mr. Donnelly started his novel work about eleven

Side Towing is Like Hitcliing a Horse on the Outside of a Wagon's

Shafts

years ago, when the lines for his yacht, the Dawn, were
drawn. As designed, the boat was to have a breadth of
12 feet, a water-line length of 46 feet, a draught of
about 4 feet, and be capable of efficient propulsion at a
speed of 9 miles an hour. The building of the craft,
however, was delayed a number of years, for she was
not put overboard until August of 19 14. A month later
she was commissioned. When ready for service, the
Dawn carried a power plant consisting of a 60-h.p. gaso-
lene engine, which was connected to a 40-k.w. generator.
Current from this generator supplied the needful energy
for a 20-h.p. electric motor attached to the propeller
shaft. This composite installation enabled Mr. 'Don-
nelly to study in a comprehensive manner the broad sub-
ject of all of the functions of electric power as applied
to marine propulsion. It will be noticed that the 40-k.w.
generator was capable of furnishing surplus current, and
this excess Mr. Donnelly designed should be used for the
driving of another yacht of like dimensions, similarly
equipped with a 20-h.p. motor for the working of a single
screw.

The New Era, for such the second yacht has been
named, was built and outfitted during the past year, and
by way of an exhaustive trial trip Mr. Donnelly took

(Continued on Page 79)

Each Oar Float Has Its Own Propelling Eqalpment and TUs is
Energised by the Dynamo of the Tag. Upper Bighthand Drawing Shows
One of the Two Propelling Motors With Which Each Float IJ Provided

Electrically-Propelled Oraft Drawing Their Energy From the After-
most Vessel. This is the Way That Mi. Donnelly Would Solve the Tow-
ing Problem in Canals and Certain Inland Waterways

Digitized by

Google

54-Foot Express Cmiser Designed and Built by the Great Lakes Boat Bnilding Corporation, Wbich Makes 20 Bfiles an Honr

(For Description See Page 30)

INTEBIOB VIEWS OF THE GREAT LAKES EXPRESS CRUISER

3 Upper Left — Forward CaMn

Lower Left — The Same Cabin at Night

Upper Right — After Cabin

Lower Right — The Same Cabin at Night

Digitized by

Google

The Annual Boat and Engine Show

THE Fifteenth Annual Boat and Engine Show of the
National Association of Engine and Boat Manufac-
turers is now history. Its record makes fine history too
because it shows that since the last exhibition, held in
1918, when we were in the midst of the war, great strides
have been made in the development and refinement of the
marine engine and in the designing and construction of
boats of all sizes and types. The accessories, too, have
kept pace with the engines and boats.

It was a fine exhibition in every way and when it
closed on Saturday, February 28th, every one was de-
lighted. There was not a grouch in the Grand Central
Palace, where the show was held, and every exhibitor
hastened home to hustle on the many orders he had
received.

It might have been called a peace and prosperity
show. We are at peace now and are rapidly recovering
from the depressing effects of the war and prosperity has
come to the builders of boats and engines who have had
lean years. It is only the beginning of the prosperity too
and yachting is to steadily grow in popularity and in a
very short time it will be more popular than ever.

The Show opened on Friday, February 20th, without
any formalities beyond the meeting of friends. The in-
clement weather and snow storms somewhat interfered
with the transportation of the exhibits. The Lawley run-
about was delayed coming from Neponset and did not
reach the exhibition until the following Tuesday and the
Luders boat had some difficulty voyaging from Stam-
ford, but it arrived there in time to be seen on Monday,
when Washington's Birthday was celebrated. The ex-
hibits of the Albany Boat Corporation and the Gray-
Prior Machine Company never reached the show. This
was very disappointing.

The attendance during the week was very good again,
proving that the annual exhibition of boats and engines
is a popular attraction and that the yachtsmen do not
have a monopoly of this interest but that they share it
with the general public.

It w-as like a breath of the salt inside the Palace. The
ice and snow outside were forgotten. The boats made
one long for the clear skies and warm weather of Sum-
mer and the yachtsmen w'ho visited the show and those
who were showing the attractions for the coming season
talked yachts until "Home, Sweet Home" was played
at the close.

President Henry R. Sutphen, although he is now
devoting much of his energy to the building of merchant
vessels, was in constant attendance and proved that he is
still true to his first love, the yacht, and he is very
optimistic about the future of yachting:. John J. Amory.
president of the Consolidated Shipbuilding Company and
for fourteen years president of the National Association,
was there. He, too, is very optimistic on the future of
the power boat and yachting in general and reports that
his company has lots of work on vessels of all sizes.

Of course George F. Lawley was there and as usual
he was full of new stories with which he entertained his
friends. Mr. Lawley is the president of the George
Lawley & Son Corporation. He is also chairman of the

Entertainment Committee of his corporation and as such
he is a great success.

James Craig, who is devoting his energies to the
building of big heavy-oil engines ; C. A. Criqui, the in-
defatigable president of the Sterling Engine Company ;
Joe \ an Blerck, whose new engine has popuiar.y been
named the B. \ . D. ; Eugene Riotte, who did so much
big work with his Standards to help to win the war ;
Nick Rost, who is handling Winton, J. V. B. and other
well-known marine engines ; John A. Murray, of Murray
& Tregurtha, who have a fine new engine; H. A. Robin-
son, of the Regal Company; H. A. Brautigam of the
Bridgeport Motor Company ; Kirk W. Dver. of the Fris-
bie Company! Walter Aloreton, who has recently organ-
ized an association of engine dealers of which he has
been elected president ; S. S. Simon, of the Carlyle-John-
son Company; J. Farr, of the Kermath Company, and
hosts of other engine men were there and they seemed
to make the engines speak for themselves.

Rear-Commodore Junius S. Morgan Jr., who during
the war was assistant navigator on a destroyer in the
yueenstown Patrol and later on the staff of Admiral
Sims as a cryptographer, cleverly deciphering codes, paid
much attention to the yachts. James D. Sparkman, who
is fleet captain at Larchmont, and who promoted the
X'ictory **dink" class, was very proud of the appearance
his little boat made. Lieutenant Ralph L. Kingsley was
with the Elco exhibit. He served on a destroyer in the
North Sea, later in the Mediteranean and then on Ad-
miral Sims's staflF, so that he is wtU qualified to talk
about boats.

Henry R. Carse, president of the Submarine Boat
Corporation, B. L. Worden, manager of the Newark Bay
Shipyard; Irwin Chase, designer of the M. Tv.'s, a new
Cruisette among other boats : H. M. Crane, who built the
engines of the Dixie ; Paul Rainey, former owner of the
steam yacht Cassandra ; Thomas H. McCarter, president
of the Public Service Railroads of New Jersey : Pierre
A. Proal, who has graduated from a racing-boat owner
to the builder of yachts at Redbank; Fred Lord, Charles
D. Mower, W. P. Stephens, Wilbur Young, an officer

Oolumbian Bronse Corporation* ■ Display of Propellan and Shafti

Digitized by VnOOQ iC

March

RUDDER

19

of many companies busy in promoting yachting; Harry
A. Jackson, owner of V ictory II ; A. Loring Swasey,
vice-president of the Herreshoff Company, and who was
responsible for the no-footers; Sherman Hoyt, who
aided Commander Swasey in superintending the construc-
tion of those boats; Edgar Palmer, who is having a
three-masted auxiliary built at Lawley's ; Clement Gould
Amory and W. J. Parslow, representing the Speedway
Company ; Wilbur Hanan, Commodore William H. Child,
Robert Lee, T. S. Hanson of the Elco Company, Roger
Haddock, Morgan Barney, J. Beavor Webb, designer of
the cup challenger Genesta, the Corsair, Intrepid and
other famous yachts ; John R. Brophy, Commodore R. A.
C. Smith, Frank Bowne Jones, Commodore Robert E.
Todd, Horace E. Boucher, Walter H. Bowes, who
recently purchased the schooner Bagheera, and F. M.
Hartman of the International Shipbuilding Corporation
were among the many seen at the show during its eight
days of attraction.

During the week the anual meeting of the members
of the association was held. At this meeting much time
was given to a discussion on the proper and best time to
hold the show each year. Some members favored a week
between Thanksgiving and Christmas, others thought
that April would be the best time, while others were con-
tent to have it held in Februar>\ It was finally decided
that the executive committee should get the opinions of
all the members and then select the date that seemed best
provided the exhibition hall can be rented for that time.

Five members were elected to the Executive Com-
mittee. These are Ora J. Mulford. James Craig, William
C. Morehead, J. Van Blerck and E. E. Palmer.

Instead of the luncheon which for many years has
followed this annual meeting President Sutphen, who is
always progressive, suggested that the association should
hold an annual dinner. The idea was at once popular
and so about 200 members and their friends dined to-

gether at the Waldorf-Astoria on Thursday, February
26th. Mr. Sutphen presided and in his address to the
members he spoke in most optimistic terms on the future
of the industry and congratulated them on their work
done in the war, which had been so helpful. Mr. Sutphen
then appointed George F. Lawley toastmaster and of
course there was fun. At the guests' table, in addition to
Mr. Sutphen and Mr. Lawley, were Dr. Nicholas Murray
Butler, president of Columbia University; Hon. Charles
F. Moore, President Albert L. Judson of the American
Power Boat Association, H. M. Williams, Commander
of the United States Power Squadron, Coker F. Clark-
son, of the Society of Automotive Engineers, James
Craig, John J. Amory, first president of the National
Association of Engine & Boat Manufacturers, Admiral
J. W. Sackrider, of the Mississippi Power Boat Associa-
tion, and William Sherman Ranch, president of the
Water Way League of America.

Dr. Butler delivered a splendid address in which he
told of the part Columbia had taken in training men as
officers for the Navy and then he briefly reviewed the
history of the development of the waterways of this
country and then argued that this country, which is far
behind others in the development of waterways, must
wake up. He showed how this was necessary not only
as a national defence but to reduce the costs of trans-
portation.

President Judson briefly told what was being done
to try to win back the British International Trophy,
which was lost in 191 2. The races are set for August
loth and he expected six or eight to compete in the trials
to select the team of three. Admiral Sackrider told what
the Mississippi Valley Association was doing to boom
power-boat racing and explained the classes that they
have in his section. He said the annual regatta would
this year be held at Burlington, Iowa, on July 2d, 3d and
5th, and invited eastern power-boat men to "come out
and give us a trimming."

^,

Boats Win High Praise

Those who went to the show expecting to see boats
of radical design and construction must have been
disappointed, because there was nothing radical in either
design or construction, and even the Miss America is of
the usual type and construction for boats of her class.
Perhaps this is because we have about reached the limit
of strength, light weight and speed until the time comes
when someone evolves a type of engine and hull of ma-
terially different design from the types now in successful
use.

It seemed to us particularly appropriate to place the
Lawley, Consolidated, and Elco exhibits directly opposite
the main entrance, because we who have had oppor-
tunities to watch the evolution of pleasure craft design
and construction in the United States know how much
is owed to the heads of these companies for their con-
tinued efforts to keep alive the spirit of making every-
thing they produce as good as it can possibly be, and
whose influence on the trade in general has always been
used to advance quality and make the modern pleasure
craft a thing of beauty.

We could not help wondering if those who own
pleasure craft ever stop to consider how much the pres-

ent-day builders of high-speed craft owe to such men as
Lawley, Amory, and Supthen. Sometimes we think they
don't, but this does not alter the fact that every designer,
builder and owner of a modern high-speed and light
weight craft is greatly indebted to the heads of the three
firms mentioned.

Lawley exhibited an exceptionally nice looking and

Hyde Wlndlasa Company's Display

Digitized by

Google

so

PUDDEP

March

well built mahogany planked and finished runabout, or
day cruiser, having a glass-enclosed central portion, a
large, roomy cockpit aft, and engine installed under hood
forward. The design, construction and equipment was
of the usual Lawley quality and completeness through-
out, and we heard many well-known builders and yachts-
men favorably comment upon one or another of the
features.

Features that attracted attention were the exception-
ally fine construction of the brass stem protection and
the one-piece combined sheer strake and rubbing strip.
A Van Blerck engine was installed in this craft.

The Consolidated Shipbuilding Corporation (our old
friends, the Gas Engine & Power Company, under their
modem title) had an exceptionally complete exhibit of
boats and engines, all of which were up to the high
standard of design, workmanship and finish this company
is noted for.

The planking of the mahogany runabout attracted
considerable attention and favorable comment. To us
the 30-foot teak coupe tender, with glass enclosure in
center, steering cockpit well forward of engine and large
cockpit aft seemed to be an ideal craft for the purpose
it is designed for; and the natural teak finish looked ex-
ceptionally good. Another very attractive craft is the
clincker-built yacht tender.

The Elco exhibited one of their so-foot standard
cruisers, equipped with a 50-h.p. Standard ; a 36-foot ex-
press, fitted with a loo-h.p. Elco engine (sufficient power
to drive it at a guaranteed speed of 26 m.p.h.), and two
of their new standardized 32- foot quantity production
craft.

The 32-foot craft attracted considerable attention,
evidently because of the reasonableness of the prices and
completeness of the equipment. In these days of high
cost $2,450 for a 32-foot open craft, fitted with a 38-h.p.
J. V. B. engine, and fully equipped with cushions, etc.,
is reasonable. So also is $3,450 for the same hull fitted
up as a cabin cruiser, with four-berth accommodation,
toilet, etc., and complete equipment. The finish of the
cabin cruiser is mahogany and engine equipment is the
same as in the open boat. Both craft are guaranteed
to make 12 miles in an hour, or no sale. In these days
of great promises it is very encouraging to find one com-
pany ready and willing to embody a speed guarantee in
their contract.

The Luders so-foot V-bottom cruiser, equipped with
two eight-cylinder 300-h.p. Sterlings, was the largest boat
exhibited. This is a thoroughly well-constructed craft
and fully up to the Luders standard in design, construc-
tion and equipment. The installation of engines is par-
ticularly neat and the equipment very complete. With
the power installed Luders guarantees a speed of 35
m.p.h.

A newcomer at the show is the International Ship-
building Company of Nyack, N. Y. This company ex-

hibited two 32-foot cruisers of pleasing design, one being
fitted with raised cabin forward and open cockpit, while
the other was fitted with raised cabin forward and had a
trunk cabin over a portion of cockpit. The hull design
of the two boats is alike, because here is another quantity
production proposition and, of course, the buyers reap the
benefit. Fitted with a 20-h.p. Kermath and completely
equipped, the raised cabin and open cockpit craft sells
for $3,500, and the one having mahogany trunk cabin in
addition sells for $4,000.

Another craft that attracted considerable attention
was the Comanche, a Hacker-designed mahogany planked
and finished runabout, fitted with a 400-h.p. Hall-Scott
engine. A speed of 45 m.p.h. is guaranteed.

The Miss Consistency IV is a Herbert Johnson (of
Bayhead, N. J.) product, equipped with Wisconsin
K. R. M. racing type engine. The hull is mahogany
planked and finished and fittings are silver plated. The
dimensions are 32x6 feet, and estimated speed is 35 miles.
Complete for $6,500 seems to be a reasonable figure for
this craft, fully equipped.

Fay & Bowen exhibited, in addition to a complete line
of engines and small craft, a nice mahogany-finished little
35x6-foot 20-mile runabout, equipped with one of their
six-cylinder 50-h.p. engines. A speed of 20 m.p.h. is at-
tained with this power, and the price is $4,000.

The Fleming Day Company exhibited a line of canoes
and yacht tenders and a nicely finished Victory sailing
tender, which sells for $150 complete.

The Jersey Motor Sales Company exhibited two run-
abouts equipped with engines of their make, one being
mahogany planked.

The Cape Cod Shipbuilding Company exhibited a
number of their well-known stock model dorys and power
boats.

Toppan exhibited a 22- foot Government launch, sell-
ing for $565 ; an 18- foot three-in-one power dory, selling
for $390; a 16- foot hydroplane, and a 21-foot V-bottom
universal model, selling for $600. These seemed to us
to be very reasonable prices for craft constmcted, finished
and equipped in the manner these are.

The Red Bank Yacht Works had a very interesting
32-foot Runabout, equipped with a Sterling GR engine,
claiming a speed of 36 miles, and costing complete as
shown $7,000. The hull, without the engine, sold for
$3,500.

They also had a 32- foot cruiser, equipped with a four-
cylinder Red Wing engine, which sold complete for
$3,900. This was the roomiest small boat at the show
and a real one-man outfit. The hull is similar to a Sea-
bright dory model and the keel being wide and flat gave
an unusual amount of space in the cabin, in which there
was full headroom. A trunk cabin gave ample deck space
for making landings and handling anchors forward.

Ignition Systems

The ignition systems shown presented no radical
departures from usual practice in the way of design or
construction. A trend of equipment found on. the heavy-
duty and higher powered engines exhibited proved that
the magneto impulse starter coupling has met with

approval in the marine engine field, and every magneto
manufacturer exhibiting high-tension magnetos showed
one or more types in actual demonstration. Another
feature worthy of note is that every magneto exhibitor
featured magnetos of a waterproof construction, a matter

Digitized by

Google

March

RUDDER

21

of considerable moment in the marine field of industry.

The Berling magneto, manufactured by the Ericson
Manufacturing Company, exhibited two 2-spark, three
four-cylinder, two 6^cylinder, one 2-cylinder, and one
single-cylinder magneto, also the construction details of
their armature, and impulse starter coupling, which is
adapted ta all of their prodiKt without any changes to
the magneto. It was stated that Sterling and Buffalo
engines are to be equipped with Berling impulse starters
in connection with Berling two-spark magnetos as
standard equipment for this coming season. The Berling
product as a whole was featured as a waterproof outfit
especially adapted for marine use.

The Simms Magneto Company showed six magnetos
arranged on demonstrating stands as follows : one single-
spark, i2-cylinder; one 2-spark, 4-cylinder; one 2-spark,
(^cylinder ; one single-spark, 4-cylinder ; one single-spark,
6-cylinder, and one single-spark, 2-cylinder, all of the
waterproof type, combining a low-speed characteristic
and easy starting features. A magneto was shown in
actual demonstration operating with a continuous stream
of water playing over its surface, accentuating the water-
proof features of their product. Impulse starter couplings
were also shown which require no structural changes
to the magneto for attachment. A unique flexible adjust-
able magneto drive coupling was shown by which ac-
curate adjustment of the timing can be made to a frac-
tion of I "^ of its circumference. The construction and
design are new and with the use of this type of coupling
no excuse is left for inaccurate magneto timing.

The American Bosch Magneto Company showed seven
demonstrating stands equipped with i, 4 and 6-cylinder
Bosch magnetos, several of which were of waterproof
construction. The latest Bosch magneto production type
B-4 and B-6 were exhibited, which embodies a departure
from the usual magneto distributor construction by using
a vertically driven distributor shaft, arranged with a dis-
tributor similar to the manner or design of vertically
driven battery distributor systems. This type of magneto
was of waterproof construction. Bosch impulse couplings
were also shown for producing easy means of starting
independent of the cranking speed.

The Eisemann Magneto Company exhibited a i, 2,
4 and 6-cylinder magneto and three magnetos equipped
with impulse starter couplings. Eisemann magneto hous-
ing construction of one-piece die casting was shown in
detail, to demonstrate the waterproof qualities of the
product.

This company also demonstrated in actual operation,
a new type of combined generator and magneto of
unusual design, consisting of two distinct, separate units,
which could be arranged in one unit and driven by one

Paragon Gears Prove Attractive

shaft. The construction consisted of a magneto with the
usual permanent magneto but arranged parallel with the
magneto base, over which and clamped on the top of
the pole shoe casting was a generator with electro-
magnetic fields. This generator is driven from the top
of the distributor gear. The generator can be removed
from the magpeto at any time without disturbing the
timing or operation of the latter. The apparatus is
designed for interchangeability in accordance with S. A.
E. standardized magneto dimensions for four-cylinder
magnetos, so that it can be readily installed wherein
lighting equipment is required without the addition of
a separate drive.

The Champion Spark Plug Company exhibited the
well-known styles of Champion spark plugs. This com-
pany's product was well represented throughout the show
as equipment on engines of various well-known manu-
facturers. The Champion spark plug needs no introduc-
tion to anyone who ever owned an engine, but the com-
pany at their exhibit was calling attention to an improve-
ment in spark plug insulation used in Champion spark
plugs, over ordinary porcelain. In comparison with porce-
lain, it is claimed that this insulating material has two
and one-half times the resistance to breakage by vibra-
tion or shock, and three times the resistance to break-
age due to sudden temperature changes, while in addition
it has 50% more insulating efficiency when heated. This
product is the result of vast experience gained as a result
of the use of Champion spark plug under the most severe
and trying conditions in aeroplane engines during the
war.

K^^

Fine Display of Engines

The new in marine gas engines is always interesting
and this year it is exceptionally so because this is
the first real opportunity we have had to note the in-
fluence war has had on design and construction of en-
gines of the types placed on exhibition and to learn what
3ie leading designers are doing to improve existing types
and evolve new ones.

To us the most noticeable things are:

Tst. The evident general tendency to make engines
more symmetrical.

2d. The more general use of overhead valves.

3d. The increased number of engines that have been
adapted to use kerosene as fuel.

4th. The increased interest being taken, by both man-
ufacturers and buyers, in engines that will use low-grade
fuels and the serious attempts being made tq^ simplify _

Digitized by VnOOQ iC

22

RUDDEP

March

Marray & Tragartha's New 300-H.P. Engine

engines of this type and make them easier to start, op-
erate and control.

Murray & Tregurtiia

Of the really new in design the new Murray & Tre-
gurtha engines attracted a large amount of attention and
favorable comment, and so far as we could see the atten-
tion was deserved, because these engines indicate in a
particularly strong manner the tendency of modern gas
engine design and the refinement in design that becomes
possible when someone who knows how cuts loose from
accepted marine standards and really designs a complete
new engine.

Most of our best known marine engines are the result
of years of evolution of some particular engine and when
a new engine is brought out it usually shows its origin,
or the engine from which it sprung. But in this particular
case, though the Murray & Tregurtha Company have a
line of exceptionally satisfactory engines evolved from
their original engine type, they cut entirely loose from
all that had gone before and have produced an engine
that bears no resemblance to any previous engine of their
make and one that is far in advance of the average in
symmetry, in construction and in efficiency. The cuts
explain better than we can do in words, the general ap-
pearance of the new Model K-6 Murray & Tregurtha
engine, which develops in excess of 300 h.p., when run-
ning at 1,800 revolutions, with a gasolene consumption
of not over .5 of a pound per brake horsepower hour,
which is a lower consumption than is usually obtained.
It is impossible in a descriptive story like this to explain
all the construction details and new design features
worthy of notice, so you will have to be content with a
brief description of the principal features.

Overhead valves are used, four to each cylinder, seat-
ing directly on a cylinder head cast with cylinders. By
doing this the designer has eliminated valve cages and
removable heads with their gaskets and fastenings. The
design and construction of valve-operating mechanism is
particularly good and the method of oiling through hol-
low camshafts, while not new, is unusually carefully
w^orked out.

Bearings are all oversize and wherever possible to do
so ball bearings are used.

Oiling is done under pressure, directly to all bearings,
and by the use of a vacuum in camshaft oiling system the
leakage of oil around valve stems is eliminated. Cylin-
ders are semi-steel, crank case of aluminum, crank and
camshafts of chrome nickel steel, pistons of aluminum

alloy, connecting rods chrome nickel steel forgings, main
bearings babbit-lined bronze (seven in number).

Four spark plugs are fitted to each cylinder directly
under the valves and are fired by two Kliesrath two-
spark magnetos. The designer claims that much greater
economy with greatest horsepower output can be obtained
with four spark plugs per cylinder than with any lesser
number.

The engine is cranked electrically through a Bijur
starter. The flywheel is located in the usual Murray &
Tregurtha location — at the reverse end of engine — ^and
has the reverse gear directly connected to it.

Two of these engines were shown, one being the
6j4x7^-inch described and the other a similar engine,
but having six cylinders, 7^4 -inch bore and 9-inch stroke,
and delivering 400 h.p. at 1,400 revolutions. The weight
of the 400-h.p. engine is 4,000 lb, complete with reverse.

Hall- Scott

Another extremely interesting engine is that designed
and built by the Hall-Scott Motor Car Company of Los
Angeles, Cal.

Two types were exhibited, the LM-4, rated at 125 h.p.
at 1,700 revolutions, and the LM-6, rated at 200 h.p. at
the same number of revolutions. Both engines are strictly
stock marine type engines and not adaptations of motor
car or aeroplane engines. And the fact that one of the
LM-6 engines is installed in Mr. Kemp's exceptionally
speedy displacement boat, 'N Everything, and another in
Dustin Famam's Miss Los Angeles, said to be the speed-
iest displacement boat of her size on the Pacific Coast,
speaks well for the power and durabihty of these engines.
We reproduce photos of these engines.

The engines are valve-in-head type, have a cylinder
bore of 5 inches and stroke of 7 inches. Piston displace-
ment is 824.8 cubic inches and a careful study of power
curve cards indicate that the power developed is in ex-
cess of rating, that the fuel consumption is between .58
and .60 lb per horsepower hour, and lubricating oil con-
sumption about .020 lb per horsepower hour.

The engines have a balanced appearance and it is very
evident that some thought has been given to considera-
tion of installation difficulties and to providing for exam-
ination and adjustment of bearings after engine is in-
stalled in the restricted space available in the average
high-speed hull.

The most noticeable features are the generous sizes of
bearings (there are seven main bearings), the high qual-
ity of material and workmanship; and the evident large
margin of safety used when designing the most important
parts. Crank and connecting rods are of chrome nickel
steel, valves of Tungsten steel and wherever possible to

Hall-Scott BCarine Engine

Digitized by

Google

March

THE©®9

RUDDER

23

eliminate weight without reducing strength one of the
lightweight metals has been used.

OiHng is by pressure to all bearings. Ignition, two-
spark Delco, starter and generator Delco, carbureter
multiple jet, reverse gear multiple disc type. A particu-
larly noticeable feature is the method of mounting elec-
tric starter forward of flywheel, and another is the addi-
tion of a hand cranking device for use in an emergency.
Total weight of the LM-6 is 1,290 tb.

J. W B. Engine

Another particularly interesting engine is the J. V. B.,
the latest design of Joseph Van Blerck. The J. \'. B.
Engine Company of Akron, Ohio, are the makers of this
engine. The engine is in design and appearance so rad-
ical a departure from other engines designed by "Joe'*
that when we were looking over the engine the thought
passed through our minds that *'Joe" had either tried to
show how original he could be or had tried his *'darndest"
to camouflage his latest eflforts.

The engine looks good to us and we are particularly
pleased to note that there is a little bit of kindly feeling
in Joe's heart for the men who will have to keep things
in shape to run. This engine's *'insides" are really get-
at-able without it being necessary to dismount everything
from top to bottom. Of course, everhead valves are used.

The cylinders of this engine are somewhat original
and consist of carefully machined sleeves forced into
machined openings in a light metal casting, which ex-
tends from top of cylinder to ^j/z inches below the crank
center and forms the water jacket and crank case. By
this method of construction it is possible to obtain an
absolutely even thickness of metal for cylinder walls and
the perfection of evenness of water cooling. The cylinder
head is removable and contains the valves, each of which
is get-at-able without it being necessary to remove the
entire head. Connecting rods and crankshaft are of
chrome nickel steel; bearings are of bronze, babbit lined.
The clutch is multiple disc type, reverse gear is specially
designed for the engine and both are easily adjustable and
sufficiently oversize to warrant the statement that slip-
page and the necessity for adjustment will be at a mini-
mum.

Pressure oiling is used and the engine is fitted with
single-spark high-tension magneto, with impulse starter;
and with electric starter, generator and storage battery.
Weight of the four-cylinder engine is 1,450 lb complete..

Dapont 40-H.P. Engine

Sterling Engine

Power delivered is 45 at 1,000 revolutions, and 60 at
1,450. The J. V. B. Engine Company is making this a
quantity production engine, thus giving their customers
the money-saving benefits resulting from quantity pro-
duction. Cut illustrates the general appearance of this
engine.

DUPONT

Another engine that shows originaHty of design is the
Dupont four-cylinder, 5x63^, delivering 40 h.p. at 750
revolutions. The design shows the general modern ten-
dency to get away from the conventional, to make an
engine get-at-able after it is installed in a hull and to
reduce the cares of oiling, starting and operation to a
minimum.

Practically the whole of one side is covered with two
extremely large hand hole plates, and through the open-
ings they cover all bearings and working parts can be
observed and adjusted, and the connecting rods, pistons
and bearings removed if necessary to do so.

One feature of note is the use of eccentric caps for
the main bearings, thus enabling these to be readily re-
moved or adjusted. The manner of mounting the pumps,
hand starter, magneto, governor, etc., on a single column
at after end is clearly discernable in cut.

Of course the engine is fitted with overhead valves.
Another feature of real merit is the reversible and ex-
haust manifold. This manifold is along center line, in
place of at side, and is arranged so that exhaust pipe
can be connected to either forward or after end, or to
both ends, as most convenient and desirable.

Flywheel is encased, oiling is pressure system and en-
gine is completely equipped with Eiseman magneto, im-
pulse starter, generator, storage battery and Carlisle-
Johnson reverse gear. The Dupont is manufactured by
the Delaware Marine Motors Company of Wilmington,
Del.

Sterling

Of the numerous engines composing the Sterling ex-
hibit the type GR eight-cylinder 300 h.p. attracted the
most attention. This is one of the latest Sterlings and
is without doubt the most advanced in design and con-
struction.

All Sterlings are particularly neat appearing and
symmetrical, but the GR-8 is without doubt the most

(Continued on Page 84)

Digitized by

Google

The New Standard Engine

THE Standard Motor Construction Company is now-
building a SO-h.p. 6>^-inch by 8-inch 4-cylinder engine
and a 70-h.p 63^-inch bore by 8-inch stroke 6-cylinder
engine. It has a higher rotative speed than the regular
heavy-duty Standard Hne, turning up about 550 to 600
r.p.m. While the fundamental Standard principles of
design and construction for constant full-load service
are maintained and practically all of the characteristic
Standard features are embodied in this new engine, there
are quite a few very excellent new features incident to
the higher rotative speed.

For instance, where the valve-in-the-head construc-
tion is maintained with as near a spherical combustion
chamber as is practicable, both the inlet valve and the
exhaust valve are mechanically operated and the valve-
operating mechanism is totally enclosed. The cylinders
are water- jacketed for their whole length and have no
valve chambers in them.

The sub-base in this new engine is fundamentally the
same, but has two webs instead of one for the support of
each main bearing, and without added complication cir-
culating water keeps them cool at all times. The circu-
lating pump is of the same Standard design as heretofore,
excepting that the valves are placed one over the other
and the water discharge is carried through the base,
eliminating piping.

The intermediate base in the new engine is such as
to enable the crankshaft to be raised and all of the main
bearings to be replaced without removing the base. The
camshaft is set in side bearings attached to the inter-
mediate base, so that all that is necessary to remove the
camshaft is to take off the camshaft bearing caps. This
is also true of the rocker shaft.

The exhaust manifold is made in one piece for each
two-cylinder water- jacketed section and the manifold is
placed on a level with the cylinder head, and the exhaust
piping to the muffler may be carried from either the for-
ward or after end.

Ignition is of the high-tension jump-spark system
for the higher rotative speed in this engine. An im-
pulse starter is connected with the magneto, which al-
lows the engine to be started on magneto regardless of

speed. The engine speed may be reduced to one revolu-
tion per minute and the maximum spark efficiency from
the magneto still be had.

Compressed air for the whistle or for other purposes
is obtained from an air compressor driven by an eccen-
tric from off the engine shaft. The reverse gear is
exactly the same as on the other Standard engines, but
is enclosed. The thrust bearing is enclosed in oil, there
being a number of thrust disks to distribute the load.
The compression release lever can be thrown in the re-
lease regardless of position of crankshaft. The fly-
wheel is put on the crankshaft with a taper to facilitate
removing. The engine is equipped with the regular
Standard variable speed governor, and there is also a
bronze reciprocating bilge pump running at only half the
engine speed, mounted on the forward end of the engine.

Lubrication is taken care of by a force-feed lubrica-
tor, with direct tubes leading to every part requiring oil.
That is, the oil is actually delivered under whatever pres-
sure that is required to use to the point which it was
originally intended to be used.

In addition to the magneto ignition there is a sep-
arate battery timer and distributor ignition set, running
to separate plugs. The engine is regularly equipped with
a low-pressure air compressor in addition to the regular
air compressor. This air compressor can be used for a
pressure gasolene system if the tanks are of form and
strength to stand this comparative light pressure of about
4 to 5 tb maximum.

It is also possible to furnish with these engines, when
especially requested, a gasolene pump for cases where
neither a gravity feed nor compressor system can be used,
or, in other words, this engine has been designed to in-
corporate every desirable feature which the Standard
Motor Construction Company has been able to observe
from their many years of experience. The engine is
furnished regularly with a small six-volt generator to
take care of battery charging or for a limited lighting
service. When desired a large generator and electric-
starting equipment can be furnished, and altogether rep-
resents the very highest stage of development reached in
the marine engine today.

Two Views of the New Type Six-Oylinder, 6i/2-In- ^7 8-In., 70-H.P. Standard Engine

Digitized by

Google

The Auxiliary Engine Bed

By William Richards

IN a previous article the matter of coaxing along an
auxiliary from a sailing craft was gone into to the
extent of suggestion as to stuffing boxes, shaft logs,
skegs and so on. It would seem to follow that a little
talk on engine beds would help a bit.

The most important thing is material, and I should
think by now that the natural sequence of mental sug-
gestion would be: engine beds; oak.

Of equal importance of course is the method of set-
ting the beds in place so that as much spread as possible
can be given to the engine weight, i. e., the weight itself
and the driving thrust and torque, vibration and so on,
should be distributed over as many frames as possible
within reason. This is best done by means of stringers
or auxiliary beds, where possible, or extra long engine-
bed sidepieces. Where room is not found for stringers
or a^ain, if fore and aft room is not available, the
engine-bed cross floors must be very heavy and bolted

LONGITUDINAL SECTION /\T CENTER LINE FOffE /m> AFT

SM0W1MQ TiMaCftS WIDH OHK SlOC OF CNGINK MO fKriOVCO.

CfN»9TinB£f?5

Fig. 1

to keel with great care, or clinch rings or drift bolts
should be used.

In the shallow draught boats, where a flat floor is
the rule, we have some considerable angle of shaft to
deal with, so that the propeller will clear the hull and
so also that the flywheel will clear the cross floors, etc.,
without cutting into them, so a bed similar to Fig. i
might be used.

I lay special stress upon the long engine bearers and
supporting stringers as mentioned in the last article on
this subject; a number of boats that will be converted
were not built with the view of being engined and are
therefore only constructed to meet the strains subjected
by the "big stick" and canvas. Variations from these
sketches are of course expected and, in fact, invited, in-
asmuch as of times one suggestion leads to a better one
in the solution of various problems.

In the hull of a deeper boat, where there is space
for the engine below the cockpit floor or just inside the
entrance to cabin, we find that the height is nearly suf-

ENGiNc Beo.

Fig. 2

ficient to get a nearly horizontal shaft line, but the diffi-
culties oflFered in the narrowing of the sections at the
stem produce obstacles difficult to solve mechanically
correct, and perhaps it may become necessary to depend
almost entirely upon cross floors to support the engine;
tieing the cross floors together with fore and aft bearers
to rest the engine bed proper on, but which cannot be
extended beyond the engine flywheel. These bearers
should be "let in" to the cross floors and well lagged in
place; countersinking the lag screw heads and using
washers under them. A socket wrench will have to be
used to set these lags up and the results will look some-
thing like Fig. 2.

SECTION.

(ttAvrcfvoss rtoofift neowiTH
romt mmurr vbda.

Fig. S

Where space is not so important as in a larger boat
than that which we have considered so far, the setting
of engine is practically the same as in a power-boat in-
stallation and could be arranged something after the
order of Fig. 3, with controls running to wheel so that
one man can handle the entire boat as in the small
auxiliaries.

If the installation is to be made oflf the center line
because of objection or the impossibility of cutting
through the stem post the Fig. 4 may serve better than
a description, and a very satisfactory job made of the
wood work ; which really presents the same old problem
but in a new phase, as the angle from the fore and aft
center line is rather knotty to solve, so that advantage

TYPICAL POWER BOAT
ENGINE BEa

may be taken of all construction that oflfers opportunity
and that without wasting material. •

Whereas the solution of a tight auxiliary is the
placing of shaft logs properly ; so is the solution to the
more difficult portions of an engine installation to be
found in the proper use of material in the building up
of an engine bed.

Not to be forgotten when speaking of auxiliaries is
the outboard board motor, which can be made to do
heroic service as an auxiliary for the smaller sailboats.
A suitable and husky board placed over the st.ern board
or transom upon which is mounted the outboard engine
for a small sailer will do quite well, but in the event of
considerable overhang of stem or plenty of freeboard

(Continued on Page 88)

Digitized by

Google

Ignition Equipment

By E. J. Williams

WHAT is the condition of the ignition equipment
on the engine in your boat? This is one of the
vital accessories of the power equipment and the fellow
who takes a chance with an engine upon which no de-
pendence can be placed, when it can be remedied, belongs
to the same crew as the fellow who carries no anchor,
piunp or life preservers. Good results can be obtained
from the old power equipment if it is only given the
equal amount of attention as the outside of the boat.
Varnish, paint and polish are good as far as they go,
but they do not enhance the reliability of operation of the
boat. Many a fine-looking craft is the joke of the fleet
through lack of attention to necessary operating details.

To the fellow who appreciates the satisfactory per-
formance of operation of the engine and likes to do the
work himself, errors of judgment often lead him astray,
especially through the absence of proper advice, and the
electrical ignition devices are the ones he is usually up
against.

A considerable number of small engines are in use
which are equipped with make-and-break ignition and
the mechanism and system is pretty well imbedded in the
owner's memory. Nevertheless there are certain little
details which are often overlooked. Make-and-break
sparking mechanism should be considered the same as

Ooppw Conductor Corroded to a Thread Under the Inralatioii.
Offers a High Besistance to the Current

This

any other ignition equipment, when, the time arrives to
overhaul the boat preparatory to being placed in com-
mission. AH parts should be inspected, rust and corro-
sion cleaned off and contact points inside the cylinder
firing chamber renewed if badly worn, or if capable of
another season's use they should be thoroughly bright-
ened so that the contact surfaces present a smooth and
clean surface. If the insulated terminal or plug is loose
in the mica insulation, or if the insulation is composed
of a hard substance resembling stone and shows any in-
dications of being cracked, renew the insulation, or have
it done. Reset the igniter mechanism in accordance with
the instructions furnished by the manufacturer of the
engine. All points of electrical contact of the switch
knife blades, contact pieces, screws and surfaces of bind-
ing posts where wires are fastened on switches, coils and
engine, both at igniter and ground connection, should
be brightened with sandpaper so that a good, clean con-
nection is made.

If the wire used from battery to coil and the rest of
the system is heavy gauge and of weatherproof insula-
tion, while the insulation may seem to be perfect, thor-
oughly inspect it throughout its whole length, especially
under iron staples, as the conductor may be eaten away

to a mere thread by corrosion, causing a high resistance
to the passage of the electric current, yet to all external
appearances the insulation is perfect and gives no indica-
tion what may be found under the surface.

If the source of electric current is a generator, auto-
matically controlled by a governor in conjunction with
a friction wheel, see that all parts of the governor are
thoroughly cleaned and lubricated. Brushes should be
taken out and cleaned and the contact surface brightened.
Clean the commutator and brighten the segments with
fine sandpaper. If brushes are too short renew them.
If a low-tension magneto is used, have it overhauled
by someone making a specialty o.f this particular line of

To Test Bubber-CoTered Hl^h-Tension Cable Bub It Between the Ftngers.
It Will Crack If Poor

work. If the bearings of the generator are worn it might
be well to have it overhauled the same as the magneto.

If the engine is equipped with battery jump-spark
system of ignition, the timer should be cleaned, all trace
of , oil or grease removed from it externallly and inter-
nally, and the contact points or points of contact looked
over to see if a bright surface is to be had. If of the
roller type and the roller is worn at all it will pay to
replace it; also the same of the segments or
contact surfaces over which the roller passes. If con-
tacts are in the form of a spring or lever, actuated by a
cam, brighten the points and renew all springs if rusty.
If high-tension distributor is also used, thoroughly clean

A Bad Way of Connecting High-Tension Cable to Terminal Post on Coils.
Sparks WUl Jump Where the Arrow Points

the interior, brig:hten the contact segments and renew
the carbon brush if worn, sticks in the holder, or the pores
of the carbon are filled with grease and oil.

If a separate unit coil in one case accommodating
more than one unit is used, remove each unit and brighten
the contact pieces on the side and bottom, and also
brighten the corresponding contact spring inside the case,
using sandpaper for the purpose. Look over each vibra-
tor and if the contacts are corroded brighten eadi point
with a platinum point file. If points are tungsten a file
will have no effect on the surface and if they show or
present a pitted or badly corroded surface it will be

Digitized by

Google

March

RUDDER

27

much easier to replace them with new ones, as the cost
is very small as compared with platinum. If the points
appear to be bad on some units and good on others, this
indicates a bad condenser cc«idition in the unit with the
bad contacts and it would be advisable to take it to some
coil repair concern and procure their advice.

Secondary or high-tension wires can cause a lot of
trouble. Wires used even the second season may break
down in the insulation due to the rubber losing its vitality,
being oil soaked, or close to an exhaust pipe, and its in-
sulating properties are so affected as to cause erratic
firing of the engine. A piece of high-tension rubber
cable can be tested by bending it between the fingers, as
shown in the illustration. If it cracks, as shown, it is
pretty safe to assume that it cannot be depended upon.
It might go for a month or two and it might not and the
uncertainty is not worth the trial. Put in new cables for
a few cents and be insured of perfect operation in this
direction. If the cables have been permitted to hang all
over the engine in any old manner, trouble is waiting and
in all probability is one of the reasons your engine gave
trouble occasionally. Better use proper practice and
place them in such a manner that they are suspended
independent of each other and so that they do not touch
any part of the engine or anything metallic from the
distributor to spark plug. This will not only assist the

Tka Upper Pietnra Shows Carbonization on a Spark Ping Which
Cannot Be Taken Apart, But Can Be Cleaned. The Middle Picture Showi
the Same Plug After Cleaning. It is aa Good aa New. The Lower
Picture Sliows a Cracked Porcelain Bemoved Prom a Ping Which Can
Be Taken Apart. It Paya to Inspect and Clean

proper operation of the ignition system, but adds to the
appearance of the whole engine as well.

If you never use terminals at the spark plug end of
the cable, better invest a few cents and attach them
properly, thereby eliminating some of the skip in the
engine, which is always an annoyance. By the use of
a terminal on cable a rigid, tight connection can be main-
tained which will not break loose during a heavy sea.

Quite often, especially in closed cabin boats, the coils
can be placed on a bulkhead or partition alongside of or
over the engine, if the location does not cause the coils
to become overheated from the engine and melt the in-
sulating compound inside. This is a very handy location
to permit the high-tension wires to lead directly to the
spark plugs without coming into contact with an)rthing
whatever. It is always possible to arrange a steel bracket
somewhere on the engine to attach the coils in the event
that no place can be found that will permit the wires to
lead direct. Almost any way is better than hiding them
away in some damp locker, as is often seen, which re-
quires leading the cable through holes in damp wood,
which gives opportunity and, in fact, invites current leaks
and poor ignition.

If equipment consists of high-tension magneto and
if the magneto is still to be found attached to the engine
when the covering is taken off in the Spring, it will also
require expert attention. Magnetos and quite often coils
should be removed from the engine when the boat is laid
up. These should be placed in a dry locker or stored
away at home, due not only to the fact that magnetos
have a faculty of disappearing during the period the boat
is out of commission and not discovered until the next
overhauling period, but it also keeps these parts free
from damp atmosphere, which may tend to interfere with
proper operation. If the magneto is found attached to
the engine, it should be overhauled by some competent
magneto concern or individual, as the internal parts,
inagnets, etc., cannot be given the proper attention ex-
cept by someone who is equipped with the necessary
tools and apparatus in this particular line. More damage
can be done in five minutes to a high-tension magneto
by a novice than a magneto expert can repair in several
hours. It is, therefore, best to have this instrument over-
hauled by those who know how.

In removing the magneto from the engine don't think
that all you have to do is to unscrew the base fastening
bolts and disconnect the cables from the distributor, be-
cause you are considerably in error and inviting trouble
if you are inexperienced. Unless the necessary proced-
ure is followed there is not one chance in fifty for the
•inexperienced to get it back on the engine again so "that
it will be in time and operate correctly.

If you have done this before, of course you know
what is the proper procedure, or pretty near it. The
first thing to do is to turn over the flywheel until the
carbon brush in the rotating arm in the distributor of the
magneto is resting on the segment for cylinder No. i,
and the contact breaker points are just separating,
with the timing lever in the retarded position. (The
position of segment for cylinder No. i can be easily
located by tracing the cable from the spark plug on
cylinder No. i to the fastening or binding post on the
distributor for this particular segment.) With the engine
in this position, observe the coupling on the drive shaft
of the magneto and see if there are any marks or punch
dots which will enable you to find this position again. If
the coupling is of the three-piece type all threeoieces

(Continued on Page 77) '

Digitized by

ee^ieces

Google

Internal Explosion and Internal Com-
bustion Marine Oil Engines

By Charles Desmond
PART II

Below I give a table of Baume degree readings for
liquids lighter than water, with corresponding specific
gravities, taken at a temperature of 60** Fahrenheit, and
weight in pounds per United States Uquid gallon. I give
the corresponding specific gravities because some of the
hydrometers now in use are marked to indicate specific
gravity only.

Baume Scale,

Specific Gravity,
Specific

AND Weight

Baume

Gravity

WeiRht

Degrees

— F. 60'

U. S. Gftllon

60"

Pounds

ID

1. 000

8.328

II

0.9929

8.269

12

0.9859

8.2 1 1

13

0.9790

8.153

14

0.9722

8.096

15

0.9655

8.041

16

0.9589

7.986

17

0.9524

7-93 1 .

18

0.9459

7.877 •

19

0.9396

7.825

20

0.9333

7.772

21

0.9272

7.721

22

0.921 1

7.670

23

0.9150

7.620

24

0.9091

7.570

25

0.9032

7522

26

0.8974

7.473

27

0.8917

7.425

28

0.8861

7.378

29

0.8805

7.332

30

0.8750

7.286

31

0.8696

7.241

yi

0.8642

7.196

33

0.8589

7.152

34

0.8537

7.108

35

• O.&485

7.065

36

0.8434

7.022

37

0.8383

6.980

38

* 0.8333

6.939

39

0.8284

6.898

40

0.8235

6.857

41

0.8187

6.817

42

0.8140

6.777 ■

43

0.8092

6.738

44

0.8046

6.699

45

0.8000

6.661

46

0.7955

6.623

47

0.7910

6.586

48

0.7865

6.548

49

0.7821 ,

6.5 1 1

50

0.7778

6.476

51

0.7735

6.440

52

0.7692

6.404

53

0.7650

6.369

54

0.7609

6.334

55

0.7568

6.300

56

0.7527

6.266

57

0.7487

6.233

58

0.7447

6.199

59

0.7407

6.166

60

0.7368

6.134

61

0.7330

6.102

62

0.7292

6.070

63

0.7254

6.038

Specific

Baume

Gravity

Weight

Degrees

—P. 60 »

U. S. Gallon

60'

Pounds

64

0.7216

6.007

65

0.7179

5.976

66

0.7143

5.946

67

0.7107

5.916

68

0.7071

5.886

69

0.7035

5.856

70

0.7000

5.827

71

0.6965

5.798

72

0.6931

5.769

73

0.6897

5.741

74

0.6863

5.712

75

0.6829

5.685

76

0.6796

5-657

77

0.6763

5.629

78

0.6731

5.602

79

0.6689

5.576

80

0.6667

5;549

You will note that a liquid having a specific gravity
of 0.7179 is 65° by the Be scale.

One word of warning: It is always necessary to ascer-
tain whether the Be scale reading is meant when a gaso-
lene, or other fluid, is said to be 65, or any other number
of degrees, because the scale used by some of the oil re-
fining companies to rate their oils is not the Baume scale,
but is an arbitrary one, understandable only after its
meaning is explained.

In reality the specific gravity or the Be gravity of a
fuel is of secondary importance, because it does not indi-
cate the true value of the fuel for gas engine use, or the
ease with which it evaporates. For instance, suppose
that a true medium sample of gasolene tested by a Be
hydrometer is shown to have a gravity of 60** Be; this
same degree will register with a properly proportioned
mixture of 80° Be gasolene and 40° Be kerosene, and
we all know that the true gasolene will prove a much more
volatile and satisfactory fuel for use in a marine engine
than the compounded mixture of gasolene and kerosene.

The vapor tension test is a far more accurate one to
use as a standard for ascertaining the degree of volatility
and value of a fuel for use in an internal explosion en-
gine, and as the apparatus needed is a very simple one
and the tests are easily and quickly made, I have often
wondered why vapor tension tests are not made by engine
builders, and standard curves made and sent out to every
buyer of their engines. With standard curves to guide
them, every user of an engine can test the fuel they are
using, and having ascertained the degree of heat required
to properly vaporize that particular make of fuel, he can
adjust the carbureter for that heat and thus obtain the
greatest economy of operation, or mileage, per gallon.

The apparatus required to make tests of this kind con-
sists of a tight flask or bottle, a long glass tube, and an
ordinary rule, graduated in inches and parts of an inch.
The bottle or flask is partially filled with fresh water and

(Continued on Page SIX^ -m

Digitized by VjOOQIC

Explanation of a Few Resistance and

Model Tests

PART II

Data of Abbe Bossut's Experiments
Table i. — Giving data of experiments made to de-
termine the accuracy of theory. Shapes of blocks used
for these tests are shown on Fig. i.

^^•^

i+

U

7»*

J^

,Z5i5

*- ff -^

7»'

Ji

f

7r

3

-•^•->

JQ

- 2r— I ^ *^* —

¥$"

VA

B

■«•

VE

Fig. 1
TABLE I

No. I

Number Time Required
of to Move 20 Ft.

Block Seconds

3 11.32

14.00

13
19

No. 2

1^37

9.56
10.15

10.07
12.59
14.19

12.75
17.40

10.30
13.06

Theoretical
Weight
Needed

31.67
20.71

18.57

18.91
16.77

20.78
45-42
35.75

32.80
17.61

29.47
18.33

Actual
Weight
Needed

36

20

24
18

24
48
36

36
20

32
20

12

960 27.37 32

The next investigation worthy of note is that of
Colonel Beaufoy. Colonel Beaufoy, between the years
1793 and 1798, conducted the first extensive series of
experiments made in England. These, made under the
direction of the Society for the Improvement of Naval
Architecture, which had been formed in London in 1791,
were made for the purpose of ascertaining :

(a) The actual frictional resistance offered by water
to submerged plane having varying degrees of roughness.

(b) The tensions on a towline when a wholly sub-
merged plate was set at varying angles to its line of
motion and moved at various speeds.

(c) The proportion of the frictional resistance to
the entire resistance to progress through water at various
speeds.

(d) The relative resistance encountered by blocks of
various shapes when moved through the water at various
speeds.

(e) The difference in amount of resistance encoun-
tered by the same block when completely immersed to a
known depth and when floating on the surface.

Colonel Beaufoy thought it was essential that friction
should be taken into account in all calculations made to
determine the resistance of fluids and that frictional
resistance varied with velocity, but contended that the
ratio of variation could not always be found by using
the direct formulae then in use. Results obtained by
making these experiments seemed to indicate the accuracy
of Beaufoy's contention and also that the conclusions of
earlier investigators were in many instances not based
upon a full knowledge of the subject.

Below, I give, in tabulated form, some of the data
obtained while making these experiments. It is interest-
ing to note that results obtained by later investigators,
using modern testing apparatus, do not always agree
with Beaufoy's.

Beaufoy's Experiments
Frictional experiments to show the proportion of the
frictional resistance to the motive power that was re-
quired to overcome the whole resistance at velocities
from I to 8 miles an hour.

TABLE 2

Frictional

The frictional
resistance was
to the whole
velocity as

Proportion
I : 1.90

Per Hour Speed Power Per Square
Ft., in Pounds
0.014

1.99
2.08

2.13
2.18
2.22
2.26
2.30

Miles
I
2
3
4
5
6

7
8

0.047
0.095
0.155
0.226
0.309
0.400
0.501

These experiments were made with a plank 21.3 feet
long, I foot wide and 3 inches thick, having an angular
foremost end and presenting to the frictional resistance
of the water a surface of 52.628 square feet. The plank
was immersed to a depth of 6 feet.

A second series of experiments made with a plank
14 feet long, 1.66 foot wide and 3 inches thick, and
having 53.66 square feet total surface immersed in water,
plank gave the following results :

TABLE

Perl
Proportion
: 2.1848
: 2.3588
: 2.4877
; 2.6015
: 2.7086
: 2.8015
: 2.9173
: 30238

The frictional
resistance was
to the whole
resistance as

3 Frictional
r Hour Speed Power Per Square
Miles Ft., in Pounds

I

0.012

2

3

0.043
0.088

4

0.144

5

0.209

6

0.279

7

0.354

8

0.432

Digitized by

(^OOQ

30

RUDDER

March

Beaufoy's experiments, made for the purpose of
ascertainiiig the tension on a tow-rope, when a wholly
submerged plate was set at various angles with line of
motion and moved at various speeds, are shown in
Table 4.

TABLE 4

Angle of PUna
with Direction

0I Motion

ResifttAoce

Degrees

b/TetU

90

1. 000

80

•915

70

.845

60

.828

50

.722

40

.579

30

.000

20

.321

ID

.272

Sine of

(Sine)* of

(Sine) to

Angle

Angle

Angle

1. 000

1. 00

1.00

.985

.97

.96

.940

.88

.83

.866

.75

.65

.766

.587

AS

.643

.413

.26

•5

.25

.125

.342

.117

-04

.174

.03

.005

Note — Beaufoy's results, as given above, do not agree with
the generally accepted formulae in use in his day. Sine, Sine^
and Sine' measures are given to enable comparison to be made.

These early experiments were made for the purpose
of ascertaining the fimdamental laws of resistance to
progress in still water, the tests being made with planks
and variously shaped blocks of wood, none of which
bore any resemblance to that of ships in general use.
After Colonel Beaufoy published his data, investigators
seemed to realize that continued research along the lines
he followed would not result in very much gain in knowl-
edge of the laws of resistance unless the experiments
were made with a view to ascertaining the kind of
resistance a vessel encountered, and this led to the in-
vestigation of the movement of water-around vessels
floating in still water, of the shape of existing vessels,
arid how the water's movement past a vessel was in-
fluenced by shape of the underwater portion of the
vessel.

Admiral Chapman investigated the subject along
these lines and his tiieories of resistances are well worthy
of study. Chapman formulated the theory that water at
the head of a solid, partly immersed, is driven forward
by the pressure resulting from the solid's motion, that
the water surrounding the solid acquired velocity and
that this velocity is always in proportion to the velocity
of the solid; and in solids having tapering ends like in
a ship the water surrounding the portion of solid that
is aft of the greatest transverse section acquires a motion
in a direction opposite to that of the forward water.

Chapman also asserted that the velocity of water at
the head of a vessel moving in still water was always
less than that which recedes it from the stem, and from
the experiments he made he estimated that the propor-
tion of difference was in the ratio of 1:2 when the
velocity of the ship is 20 feet per second. (About 12
nautical miles an hour.)

This theory of the direction of motion of water
moved by a ship in its progress through water was at
variance with the accepted idea of that day and naturally
a great deal of discussion followed. From reading some
of the remarks on this theory (published during Chap-
man's life) it is evident that Chapman's theory was not
thoroughly understood by those who opposed it.

Chapman's first statement did not cover the subject
as clearly as his later explanation, and for this reason,
it was assumed that Chapman, in his first statement,
had expressed the opinion that the whole volume of
water surrounding the immersed portion of the body
moved in directions named.

In his later explanation Chapman stated that his
theory was intended to apply only to that water which
surrounded the immersed body at and near to the
common level of the water, and especially the water
raised above or depressed beneath the common level as
the body moved forward. It is worthy of note that here
we have the first recognition of the necessity for con-
sidering wave-making in resistance calculatic«is.

Qiapman was one of the first investigators to
endeavor to formulate rules that, when used, would
invariably give a form of least resistance to motion
through water, and after extensive experiments with
models he formulated his rules for using certain coeffi-
cients, which varied with dimensions and with displace-
ment of a vessel, to exactly predetermine every essential
element of a vessel designed in accordance with his
parabolic curve rules.

{To be Continued)

•«•

54-Foot Standardized Express Cruiser

The 54- foot express cruiser designed and built by
the Great Lakes Boat Building Corporation is one of
the finest and most luxurious cruisers in America today.
Every convenience and comfort are made available, as
reflected in a fully equipped galley, deep, comfortable
box spring seat berths, electric lights, running water,
screens and the highest grade plumbing fixtures the
market affords. More than that, the 54- footer is the most
seaworthy, comfortable and complete express cruiser
that can be built. The finish of the cabins and the
furnishings throughout reflect good taste and luxury in
maximum degree, as represented by mahogany interiors,
art glass panel doors, beveled plate glass mirrors, im-
ported broadcloth upholstery, velvet rugs and silk hang-
ings.

There are five main) compartments — crew's quarters,
galley, main cabin, engine room and owner's stateroom,
besides a large bridge deck, fully protected with win-
shield and awnings with side curtains, and an inviting
cockpit provided with wicker chairs and a comfortable
lounging seat extending entirely across the stem. Acom-
modations are provided for a party of six or eight and
a crew of two. The open cockpit, the sheltered bridge
and protected cabins makes available an ideal boat
adapted to cruising in all kinds of weather.

By reason of the development during the five years
past of this type of cruiser of modified V-bottom design
they have produced a boat which can navigate any waters
in any kind of weather. The special hull structure con-
templates the use of sawn frames, steam-bent ribs and
battens running from stem to transom.

While, ordinarily, most owners make extended cruises
at a normal speed of 12 to 15 m.p.h., nevertheless it is
well worth while to own a boat that will do 20 m.p.h. or
better if desired. The power plant installed in the 54-
footer permits of a range of speed that can be varied
with ease from barely a perceptible movement through
the water to 20 m.p.h. or more.

The 54-footer standardized express cruiser reflects
the unquestionable trend of the times, which is toward a
one-man-controlled cruiser,that is thoroughly seaworthy
and safe, and which, moreover, offers comfortable ac-
commodations for a party of six or eight and a crew of
two, and which* is capable of a turn of speed of at least
20 m.p.h.

(niuBtrations of This Tacht are oy^P^vse 17) -m

Digitized by VjOOQIC

Hurrah's Nest

"A place for everything and nothing in its place!" Letters for insertion under this head are limited to two hundred and
hfty words, and must he accompanied by correct name and address of writer. Address the Hurrah's Nest, care Editor THE
RUDDER, 9 Murray Street, New York City, U. S. A.

Sea Mew in Cuba

Editor of The Rudder:

I send herewith a photograph of my sailing boat of
the Sea Mew class, built according to plans of your in-
teresting publication, The Rudder, thinking you might
like to publish it in one of your editions.

properly stay the jigger mast. "Dyed-in-the-wooF
cruisers should be both sparred and stayed heavy enough
to eliminate preventer back stays, which nuisance belongs
to racing craft only.

Jib sheets should, if possible, be arranged to avoid
fouling the windlass in coming about, another bete noir.
Boston, Owner Single-handed Yawl.

A Sea Mew, Bnltt From Bndder Plans, Sailing for OienfaegoB, Cuba

This boat has been constructed of the prettiest and
best Cuban woods, bronze-screwed all over and copper-
sheathed. She is a very fast and seaworthy little craft.
Some of my friends are going to build boats like this
for the Cienfuegos Y. C, which will be organized shortly
at Cienfuegos, Cuba.

M. P.

Desirable Features of a Cruising Yawl

Editor of The Rudder:

The attractive auxiliary yawl described on pages 481
and 482 of the October, 1919, Rudder, reminds me that
the galley stove should never be placed next to the toilet
room unless a Turkish, bath is required.

On most yawls there is, not enough space from the
end of the main boom to the jigger mast, hence the latter
usually tilts back because there is insufficient room to

Norana, Owned by Bear-Oommodore Snnstrom of Dnnedin, New
Zealand. This Yacht is 40 Ft. Long, 9 Ft. 4 In. Breadth and 8 Ft. 6 In.
Draught. It is Equipped With a 16-18-H.P. Standard Engine and Makes
8 Knots per Hour

Sea Mews in Central India

Editor of The Rudder :

I enclose three photos of a cat skiff designed by Fred
Goeller Jr., plans of which were published in your mag-
azine. I built the boat myself with the help of a local
(Indian) carpenter, who had never seen a boat in his life.

She is a remarkably good sailer on every point. The
pictures show her sailing on a tank three-fourths mile
long and about one-half mile wide. These tanks fill dur-
ing the monsoon from July to September, and by March
the smaller tanks dry up, and at an earlier date if the
water is used for irrigation purposes.

I have built many boats from plans published in The
Rudder since 1894. One of the best I built was the
Skip, sloop-rigged. A picture of that boat is used in a
book published by you, "On Yacht Sailing."

S. F. Biddulph,

Central India.

Col. Indian Armv.

Colonel S. F. Biddulph 's Sea Mew, Built From Budder Designs, Sailing on a "Tank" in Central India

Digitized by

Google

Needed Information

How TO Instal a Mast Step

Q. — We are asked to explain how to instal a mast
step, but as the writer failed to mention the dimensions
and construction of his boat we can only reply in a gen-
eral manner. If the writer of the inquiry will send sketch
of boat construction at mast location and give dimensions
we will prepare a sketch and give definite measurements
and particulars.

A. — ^The illustration No. i indicates method of con-
structing a mast step in a steel vessel. The step con-
sists of a built-up structure of plates and angles on which
is fastened a steel casting. The steel casting is always
made larger than mast and the space filled with wood

-■y^rJ^

n

n

/

n

^S£lI,-~

n

\Srtf

\ '

J^T^ ' —

F<^^-

1 — 1

'"•^^

- -i

k

\

i

iffZ

)r.

r' - "'- -— rr -':--- -^' ' ; - .. \

wedges. At each deck the mast passes through there is
fastened strengthening plates and angles; and the mast
passes through steel collars secured to these plate struc-
tures. Wedges are also used at each deck.

The illustration No. 2 indicates method of construct-
ing a small step in a moderate-sized sailing craft. The
step consists of a plank or timber fitted on top of the
floors and fastened to floors and keel. The plank is, as
you will note, let into the floors and edge bolted ahead
and aft of the mortise. It is usual to place filling in
floors under the step plank and to have the plank suffi-
ciently long to permit a proper number of fastenings to

be placed through it. The side thrust is generally over-
come by driving the fastenings diagonally.

Indicator Diagram

Q. — Is an indicator diagram of a gas engine obtained
in the same manner as one of a steam engine, and is the
same instrument used? — Frank S. S.

A. — An indicator diagram of an internal combustion
engine (reciprocating type) is obtained in the same gen-
eral manner as for a steam engine of same type except
that a four-cycle engine requires that four movements
of the piston be made while taking the card, because the
cycle of operations requires that number.

When taking a diagram make the connections be-
tween indicator and combustion chamber as short and
direct as possible. By doing this you will obtain greater
accuracy.

Having the diagram, the mean effective pressure is
calculated in the usual way by dividing its area by its
length and multiplying result by the value of the indi-
cator spring.

To obtain the net mean pressure that is eflfective in
driving the piston during the complete cycle, subtract the
mean effective pressure of pumping (intake) card from
that of the impulse card.

The I.H.P. of a single cylinder is obtained by mul-
tiplying together the net mean effective pressure, area
of the piston head, the length of stroke and the number
of impulse strokes per minute, and dividing the product

by33,ooo-.

If engine is a multiple cylinder one, take separate
cards of each cylinder, calculate I.H.P. of each cylinder
and add totals.

Vessel Lines and Models

Q. — Is there any book from which I can obtain data
and information about power boats and commercial ves-
sels' lines ? What I desire is to obtain information about
what has been done by designers in the past, so that I,
who am a student of naval architecture, can learn by
looking over the lines drawings and reading data and
comments by competent men. Is there any place where
I can buy scale models of successful power boats and
commercial craft? — K. M. M.

A. — ^We do not know of any book that gives complete
information, data and lines of the kind you ask for. You
can obtain partial data and a great deal of valuable trial
data from "Fyfe's Steamship Coefficients," but there are
no lines drawings in this book. You can also obtain a
great deal of valuable information about lines and resist-
ance from Taylor's bqoks on speed, power and resistance.
"Peabody's Naval Architecture" is another good book.
"Dixon's Kemp's Naval Architecture" is another good
book, and in it you will find the complete lines and data
of a number of yachts.

We do not know of any book in which an attempt is
made to analyze the lines of several similar vessels, point
out the advantages and disadvantages of certain shapes,
and explain the reasons why one vessel is better than
another.

Digitized by

Google

The America's Cup Race Conditions

THE New York Y, C, the defenders, and the Royal
Ulster Y. C., the challengers, have agreed on the
conditions to govern 'the next series of races for the
America's Cup and the correspondence between the two
clubs in arriving at the agreement is given herewith.

This series of races has really been deferred from
1 914, when the war put an end to all international sport.
At the time of the outbreak of the war the challenging
yacht. Shamrock IV, representing the Royal Ulster Y. C,
was on her way to this country, and the Resolute an4
Vanitie were fighting for the honor of meeting the chal-
lenger. All three yachts were laid up, but the next season
Resolute and Vanitie were again in commission and were
well tried out.

When the war ended the Royal Ulster Y. C. asked
for a race to be sailed in 1919, but the New York Y. C.
very properly decided that the time had not come for the
revival of international yachting and suggested that the
challenge be withdrawn until a more propitious time and
suggested that "when there is no question of propriety
on either side" a race might be arranged for 1920.

The new challenge for a race this year was sent by
the Irish club, but it named as the date for the first race
Jime 24th, whereas the date in the original challenge of
1914 was September loth. In answering the challenger
the New York Y. C. pointed out that June 24th was too
early in the season. It was also suggested that the course
be changed from off Sandy Hook to Newport, but the
suggestion for this change fell on deaf ears and the races
will be sailed off Sandy Hook again, but without the
huge fleet of excursion steamers that has been so con-
spicuous in former races. The date for the first race is
set for July iSth.

The correspondence between the two clubs follows :

ROYAL ULSTER YACHT CLUB
25 Arthur Street

Belfast, 2nd August, 1919.
To G. A. CoRMACK, Esq.,

Secretary New York Yacht Club,
New York.
Dear Sir:

I beg to confirm cablegram sent you on August ist, which I
trust was transmitted correctly, as follows:
(Begins) "G. A. Cormack, Secretary New York Yacht
Club, New York. We beg again to challenge
for America's Cup on behalf of Sir Thomas
Lipton; yacht will be Shamrock IV, already in
America. First race to be sailed on Thursday,
24th June, 1920. Confirmatory letter follows.
Kindly acknowledge. Royal Ulster Yacht
Club, H. L. Garrett." (Ends)

In confirmation thereof I, on behalf of the Royal Ulster
Yacht Club and in the name of Sir Thomas Lipton, a member
of the Club, challenge to sail a series of matches for the America's
Cup with the yacht Shamrock IV, against any one yacht con-
structed in the United States of America.

The following are the particulars of the challenging yacht:
Owner— Sir Thomas J. Lipton, Bart., K. C. V. O.
Name — Shamrock IV.
Length on l.w.l— 75 feet.
Rig— Cutter.
The first race to be sailed on Thursday, the 24th of June.
1920; the second race on Saturday, the 26th of June, 1920; the
third race on Tuesday, the 29th of June, 1920; further races, if

any, to be sailed on each following Thursday, Saturday and
Tuesday.

I assume the conditions made to govern the races for 1914
will be adopted.

I shall be much obliged if you will kindly cable receipt of
this challenge. Yours faithfully,

H. L. Garrett, Hon. Secretary,
Sub-Committee for America's Cup Challenge.

ROYAL ULSTER YACHT CLUB
25 Arthur Street

Belfast, 2nd August, 1919*
G. A. CoRMACK, Esq.,

Secretary New York Yacht Club,
New York.
Dear Sir:

At a committee meeting held today in connection with the
accompanying challenge a sub-committee was appointed to deal
with all further matters connected therewith. It comprises:
Lord Shaftesbury (Commodore), Colonel Sharman Crawford
(Vice-Commodore), Mr. John Carson (Rear-Commodore),
Messrs. J. C. Lcpper, Herbert Brown, R. E. Workman, W. Hume,
W, H. Ross, and myself as Hon. Secretary.

Will you therefore, as heretofore, kindly address postal com-
munications to the above address, and cablegrams to, Garrett,
care Dunvilles, Belfast. Yours faithfully,

H. L. Garrett, Hon. Secretary.

NEW YORK YACHT CLUB
Secretary

October 20, 1919.
To H. L. Garrett, Esq.,

Hon. Secretary, Sub-Committee for America's Cup (Challenge,
Royal Ulster Yacht Club,

25 Arthur Street, Belfast, Ireland.
Dear Sir:

The challenge of the Royal Ulster Yacht Club, d^ted August
2nd, 1919, for America's Cup race in 1920, was duly received, as
was also your conmiunication notifying us of the appointment
of your committee. These communications have been heretofore
acknowledged.

The New York Yacht Club appointed a committee on the
challenge of the Royal Ulster Yacht Club in 1918, which was
afterwards withdrawn, and this committee continues to act in
reference to the present challenge.

Its members are the followmg: Lewis Cass Ledyard, chair-
man, E. D. Morgan, C. Ledyard Blair, Dallas B. Pratt, C. Oliver
Iselin, W. B. Duncan, Grenville Kane.

Our committee has carefully considered your challenge, and
we have in mind the ^act that we cabled you on December 19th,
1918, suggesting that the then pending challenge be withdrawn,
and adding:

"If at some future date, when there is no ques-
tion on either side as to the propriety, you wish to
challenge with Shamrock IV for a race in 1920. we
shall accept the challenge to be defended by one of
the boats which we built in 1914 for that purpose."
The present challenge names the 24th of June, 1920, and
alternate days thereafter as the dates for the proposed races,
whereas th« conditions governing the races for 1914 named Sep-
tember loth and followmg days.

We do not object to a change in the conditions, so far as
concerns a change of dates, but it is the general opinion here
that the end of June would not be the best time to hold this
event, and there is another possible change in the conditions
which we would like, on our part, to suggest, which may have
some bearing on this question of dates, and perhaps, therefore,
the two had best be considered together.

Under the agreement for 1914, the usual courses off the Am-
brose Channel Lightship were specified, but under existing con-
ditions we believe that races could be held much more satisfac-
torily starting from a point near Brenton's Reef Lightship, off
Newport, R. I. These courses are free from headlands, with

Digitized by

Google

34

THEe»»

RUDDER

March

good depth of water, and are today much less liable to be inter-
fered with by the passage of long tows; while off the Ambrose
Channel Lightship the number of long tows seems to have in-
creased to a point where we fear they would constitute a serious
obstruction to satisfactory racing. The courses off Newport are
those which we have generally availed ourselves of for the
Goelet Cup, the Astor Cup, the King's Cup, and other important
races, and we have found them much more satisfactory than
those off Sandy Hook or the Ambrose Channel Lightship. It is
our experience, also, that we get better sailing breezes off New-
port than off New York.

Under the conditions of our American weather, the fixing
of dates as early as the 24th of June would give either contestant
very little time in the Spring for trying out his vessel, and we
suggest that it would be more satisfactory to both if the races
should take place off Newport, and if the dates should be post-
poned toward the end of July or the beginning of August. While,
of course, no one can make any assured prediction concerning
any one Summer, it is our experience that about the best racing
weather we get in that locality is toward the end of July or the
beginning of August. At that time the prevailing winds have
become somewhat settled and regular, and generally the winds
arc stronger than off New York and there is comparative free-
dom from k>g.

It might be thought that this change of place would afford
less opportunity for the public to attend the races— an oppor-
tunity of which they have shown in the past a great desire to
avail themselves.

While this consideration might have been true in the past,
it is hardly true today, for the recent changes in our Navigation
Laws have disqualified from carrying any considerable number
of passengers at sea a great part of the vessels which formerly
performed that service, so that, even if the races were held off
New York, we should expect but a comparatively slim attend-
ance of sightseers.

In view of the foregoing, we suggest for your consideration
these two changes in the conditions which were made for 1914:
First, that the dates be fixed for the races to com-
mence toward the end of July or the beginning
of August, and
Secondly, that the courses be from a point near the
Brenton's Reef Lightship, off Newport.

One other suggestion occurs to us, and that is as to the type
of rig of the contesting yachts, concerning which no provision
is made in the conditions of 1914:

Recently it has been proposed that one or the other of the
contesting vessels might adopt the so-called "Marconi" or "leg-
o*-mutton" rig. We feel quite strongly that the two vessels
should contend upon equal terms upon their merits in these races,
and that the matter should not be left in such a situation that the

success of one vessel or the other might be attributed to a differ-
ence in type of rig. We do not know whether you have any
desire or intention to adopt the Marconi rig, and we will be
content to adopt whichever of these rigs you choose, but as we
feel that the two vessels should sail under the same type of rig,
our willingness to have the Marconi rig is subject to the condi-
tion that you notify us prior to the first of January, 1920, which
rig you propose to adopt, and that such notification having t>een
given, both vessels will be held throughout the races to the rig
thus specified by you.

We regret that we have been unable, on account of the Sum-
mer vacations intervening since the receipt of your challenge, to
get our committee together, and this is our excuse for not answer-
ing you in detail more promptly.

We trust that we may have an early reply — perhaps by cable
— as to each of the three suggestions which our letter makes to
you.

I have the honor to be on behalf of the Committee,

G. A. CORMACK,

Secretary America's Cup Committee.

ROYAL ULSTER YACHT CLUB
25 Arthur Street

Belfast, i6th December, IQIQ-
To G. A. CoRMACK, Esq.,

New York Yacht Club,

New York.
Dear Sir :

Your letter of October 20th was acknowledged by cablegram,
but owing to Sir Thomas Lipton's absence we were unable to
reply until we could confer with him on his return.

We note the Committee appointed by the New York Yacht
Club in 1918 continues to act in reference to our present chal-
lenge.

We are pleased to receive your confirmation of your telegram
of December 19th, 1918, intimating that our challenge on behalf
of Sir Thomas Lipton with Shamrock IV will be defended by
one of the boats built by you in 1914.

We appreciate the opinions you have given and kindly ex-
plained against the early date of our challenge for June 24th,
and we agree to defer it to Thursday, July 15th, for the first race.
With regard to courses, we had understood that the Agree-
ment for 1914 would be observed as far as possible, and we
should much prefer the races to take place off Sandy Hook,
because :

1. Off Sandy Hook approaches neutral waters as far as
possible.

2. Off Sandy Hook is the historic course for races for the
America's Cup.

(Continued on Page 60)

The First of the New Victory Clafs of Sloops Now Building at NevinsTard at City Island, Which Will Take a Prominent Part In the Kadng

Next Summer

Digitized by

Google

Wire Rigging and Rope Work

By. H. Percy Ashley

To meet the insistent demand for information on the subject we induced the author to publish the contents of
his data book, covering a period of practical work during the past twenty-five years. It covers all types of boats, from
small cats and yachts to ocean-going schooners. In addition to this his practical experience with ice-boat rigging
enables him to present some valuable information that heretofore has not been obtainable. It is not theory, but
actual practical working conditions he presents.

Get Acquainted with a Gang of Rigging
The first step in rigging a boat is to become familiar

with the make-up and formation of your rigging.
It is divided into two groups — Standing and Running.

The former is always steel and the latter steel and manila.

Standing rigging is used for shrouds, stays, etc., and

composed of two groups of steel wire rope, as follows :
Plough steel galvanized standing rigging of 6 strands,

19 wires, to a strand, with a hemp center, is the best.

Then comes galvanized cast steel standing rigging of the

same formation. The same grades of rigging also are

made with 7 wires to the strand.

Wire Bope

In the 7 wires to the strand the breaking strain is less,
not as flexible, as 19 wires, and does not finish as cleanly.
In plough steel rigging the smaller steel rope can be used
for the same breaking strain as cast steel rope. The
cast steel rigging is suitable for cruising boats.

Running Rigging for Halliards, Bridles, Sheets, Etc.

Divided into two groups — Cast Steel and Manila
Rope.

The formation of steel running rigging consists of 6
strands, with a hemp center. There are 12 wires in each
strand and they also have a hemp center.

The rigging is very flexible and nms easily through
blocks providing the sheave conforms with the circum-
ference of the steel rope used. Manila rope may be used
for halliards and sheets. As a rule 3-strand for halliards
and 4-strand bolt rope for sheets. A 4-strand rope is
about 1/5 weaker than a 3-strand, but the former is more
pliable for sheets. A jig is always made up of manila.

Galvanized Plough Steel Standing Yacht Rigging, for

Shrouds, Stays, Etc.

(19 Wire, Composed of 6 Strands and a Hemp Center, 19 Wires

to the Strand)

Approx.

Proper

breakini?

worlcing

Circumfer-

Diameter

Weight

strain in

strain in

ence in

in

per ft.

tons of

tons of

inches

inches

in lbs.

2000 lbs.

2000 lbs.

3

I

1.58

43

8.6

2^

7i

1.20

30

6.0

2^

V4

0.88

24

5.0

2

H

0.60

17

3.4

iH

^

0.48

13

2.6

1Y2

V2

0.39

II

2.2

I'A

A

0.29

8.2

1.64

1%

H

0.23

6.2

1.22

I

l^ff

0.15

4.3

0.86

Va

Va

o.io

3.0

0.60

A

2.0

0.40

(7 Wire, Composed of 6

Circumfer-
ence in
inches

3 ^
2^

2K
25^
2

I^
1/2
I^
I^
I
%

Ya

Diameter

in

inches

Strands and a Hemp Center, 7 Wires
to the Strand)

Approx.
brealcing
strain in
tons of
2000 lbs.

Weight
per ft.
in lbs.

Proper
working
strain in

tons of
2000 lbs.

f!

V2

'A

1.58
1.20
0.88

0.75
0.60
0.48

0.39

0.29

0.23

0.15

0.125

o.io

42
31
25

20
17
14
10

7.9
5.9

4

3.5

2.7

8.4
6.2
5.0
4.0

li

2.0
1.6
1.4
0.8
0.7
0.5

Galvanized Cast Steel Yacht Standing Rigging, for Shrouds,

Stays, Etc.

(Composed of 6 Strands and a Hemp Center, 7 or 19 Wires

^o the Strand)

Circumfer-
ence in
inches

3

2^

W2

2^

2

I
Va

Diameter

In

inches

I

%

A

'A
i9

Weight
per ft.
in lbs.

1.44
1.20
0.98
0.81
0.62
0.47
0.35
0.30
0.25
0.20
0.16
O.II

Approx.
breaking
strain in

tons of
2000 lbs.

30
25
20

17
14
10

8

6

5

4-3

3.6

2

Galvanized Cast Steel Yacht Running Rigging for Halliards

AND Bridles

(12 Wire, Composed of 6 Strands and a Hemp Center, Each

Strand Consisting of 12 Wires and a Hemp Center)

Approx.
breaking
strain in
tons of
2000 lbs.

20
16.5
13.2
1 1.2
9.0

6.6
5.3
3-3
2.7

^ 2.2

Circumfer-

Diameter

Weight

ence in

in

per ft.

inches

inches

in lbs.

3

I

0.97

2H

J«

0.81

Wi

\l

0.66

2%.

Va

0.54

2

H

0.42

iVa

A

0.32

I 'A

J/2

0.24

iVa

1^

0.17

1%

H

0.14

I

A

O.II

Va

Va

h

,•.■■..•••

<^eI

W^Sl

••..•21

MK

7-Wlre Steel Bope 1 2- Wire Steel Sope 19-Wire Steel Bope
(Continued on Page 70)

Digitized by

Google

Designs

54-Foot Cruiser

The plans of a 54- foot power cruiser designed by
Charles D. Mower show a boat with unusually well
arranged accommodations. The cabin plan shows a main
saloon 8 feet long, entered by a companionway from
an after cockpit. The saloon has extension transoms on
either side which can be made up as berths. The berths
extend under the blanket and pillow lockers, so that
when pulled out the cushion is in one piece and makes
a much more comfortable bed than the usual arrange-
ment of piecing out the transom cushion with the narrow
strip of back cushion. There are hanging lockers at the
aft end of the saloon and buffet and sideboard lockers
at the forward end on either side.

The galley is on the port side forward of the saloon
and is large enough to be a convenient and comfortable
working place for the cook to prepare meals for as many
persons as the boat will accommodate. A Perfection
oil stove will be used and instead of the usual small
built-in ice-box a regular house ice-chest will be used.
The usual storage spaces and dish lockers are conveni-
ently arranged. The after toilet is on the starboard side
opposite the galley and has the usual fixtures.

The owner's stateroom is forward of the engine room
and is entered by a companionway from the bridge deck.
There are wide berths on either side, a bureau at the
aft end, and two clothes lockers at the forward end.
Two features that will be appreciated by the owner's

Profile and Accommodation Plans of a 54-Poot Power Omiser Designed 1>7 Criiailei D. Mower for Yiee-Oommodore Robert JarecU, Building ait
Laad'f Tard at Erie. The Power Plant ii a Siz-Oylinder Model FH Sterling Bnglnob WUoh Will Qire a Speed of 12 Milea an Hoar

Digitized by

Google

March

THEaAb

RUDDER

37

— ULJD Inllirtr i!(

1^ ^IliiiiiriiiiT]

Main Deck Plmn of 64-Foot Crniier BnUding for Commodore Jarecki at Erle^ WUch Will Be a Handsome Addition for tbe Fleet on the Great Lakea

wife are a full length mirror on the forward bulkhead
and a large clothes closet opening from the forward end
of the stateroom. The owner's toilet room is forward
of the stateroom on the port side and has a small bath
with shower over in addition to the usual wash basin
and toilet fixture.

A feature that is rather unusual in a boat of this
size is the separate forecastle and toilet for the crew,
so that they are not berthed in the engine room. If a
paid crew is not carried this space can be used as an
extra stateroom.

The engine room is amidships under bridge deck
and engine-room trunk, which gives full headroom in
the after part of the engine space. The tanks are placed

at the forward end of the engine room, one on either
side, with a total capacity of 300 gallons, which will give
a cruising radius of about 450 miles. The tanks are
made of heavy copper and are set in deep pans draining
overboard. The separate lighting set will be installed
on the starboard side forward of the work bench and
on the port side there will be a transom with storage
space under* and tool lockers over. The engine room
will have a hatch on either side so that there will be
two exits in case of accident.

The power plant will be a six-cylinder F. H. Sterling,
developing 85 h.p. at 800 r.p.m. and will g^ve the boat
a speed of 12 statute miles per hour. Bridge control
will be fitted so that the boat can be handled by one

110-Foot Snlimarlne Ohaier Arranged for a Tacht, Sbowlng Wlist Fine Aflcommodationi Can Ba Had

Digitized by

Google

38

TMEfl«»

PUDDER

March

man. The bridge deck will have a glass enclosure with
a permanent top supported by ^stanchions. The win-
dows will be fitted so that they can be easily removed
in pleasant weather and quickly replaced when needed.
In design she is a good, wholesome type of boat
with generous breadth and ample displacement. She has
fine lines and will be an easily driven hull. The for-
ward sections show the flare typical of Mower designs,
which gives a handsome appearance and makes a dry
boat. The boat is now being built for Vice-Commodore
Robert Jarecki of the Erie Y. C. at Lund's yard in Erie,
Pa. She will be in commission early in the season and
will be a handsome addition to the Great Lakes fleet.

The Conversion of the S. C-'s

All of us know that the no- footers that went through
the war and accomplished so much are good boats. They
were criticized at times, it is true, but taken all in- all
they were real man-sized craft fit to go out in all con-
ditions of wind and sea.

These boats have been for the most part put upon
the market by the Navy Department. Some of them are
pretty badly banged up, but the most of them still have
years of useful life ahead of them. There has been a
good deal of talk about converting some of these boats
into yachts, but so far as we know the plans shown here-
with are really the first published idea of what you can
do with one of these fine hulls.

The Government has been asking about $20,000 for
the boats as they are at present. The cost of converting
the boats can be about covered by the sale of two of the
three engines with which the boats were equipped. With
one engine the hull could be driven fast enough for any
average cruising, either on inland or coastal waters. This

would mean that the engine room would be roomier than
was the case formerly, and an ice machine could be in-
stalled if desired. While the drawings were made rather
hurriedly and are not nearly as complete as might be
desired, they do show that in both profile and arrange-
ment a 1 10- footer can be made into a yacht that will be
handsome as well as comfortable.

The accommodations consist of a forecastle forward
for sailor and cook; directly aft of which there are two
staterooms for the officers. Aft of a steel bulkhead there
is a large toilet room and a wardrobe connecting with
a double stateroom. This compartment is reached through
a companionway leading up into the deck house and din-
ing saloon. This room is large and entirely surrounded
with windows, providing an uninterrupted view in ever>'
direction. Aft of the deck house on the lower deck there
is a large galley. There are stairs leading from the
galley to the dining saloon. Separated from the galley
by a steel bulkhead is the engine room with the old
center-line engine still in place. Aft of the engine and
separated by a steel bulkhead, is an exceptionally large
double stateroom. The next space is taken up with a
lobby and companionway leading up to the main deck;
and a bathroom containing the usual fixtures. The after-
most compartment is another large double stateroom.

There is a fair amount of deck room aft of the main
cabin trunk, and on top of the deck house there is a
very large navigating bridge and observation deck. If
desired the top of the main cabin trunk could also be
used as a deck; making the boat virtually flush-decked
as far as room is concerned. The stack, signal spar and
awning, as well as the new deck house change the appear-
ance of the boat so that she no longer has the somewhat
peculiar appearance she had when used for sterner work.
An expenditure of $25,000 to $30,000 should produce
a boat along this line that would cost four or five times
that to build new.

Shallow -Dhaft TwtN> Screw

SC^LCA'UV

PUnB of a eO-Foot Shallow-Draught Twln-Screw Tnnnol-Stem Power Boat, Deelgned hy J. Murray WatU. Equipped With Two BoUndere of

100 BJ

Digitized by

Google

March

THE««te

RUDDER

39

Eltoro— 60-Ft. Tunnel Stern PowerBoat

The plans herewith show a working boat designed by
J. Murray Watts and built by the Cartagena Ship Build-
ing Company of Cartagena, Colombia. The owner is F.
A. Scharberg, for whom J. jM. Watts recently designed
the 103-foot power passenger vessel Sinu.

The requirements of the owners called for a fast and
extremely shoal-draught boat for river use. Twin-screw
engines are installed, driving 38-inch diameter propellers,
running in two tunnels built in the stern, so arranged that
the propellers are three inches above the bottom of keel.
This gives good protection should the boat run aground:

The general arrangement shows a main saloon aft,
with four transom berths, a toilet and galley, both open-
ing into the main saloon, and engine room amidships,
with two four-cycle loo-h.p. Bolinders engines, together
w^ith an auxiliary engine for pumping and lighting pur-
poses. The crew's quarters are forward, with three tran-
som berths and a crew's toilet room. There are two cargo
holds fitted with large hatches, one forward and one aft.

The general dimensions are :

Length over all 60 feet o inches

Breadth 12 " o "

Draught 2 " 6 "

Power Fishing Trawler

Plans are given herewith of an interesting type of
small fishing trawler, now being built for G. H. Masten,
from designs by J. Alurray Watts.

The boats are being constructed of identical dimen-
sions, ^2 feet length on deck, 15 feet breadth, and 7 feet
6 inches draught. They are propelled by 130-h.p. Kahlen-
berg engines, driving a 60-inch diameter propeller.

The general appearance of the boat shows a very
sturdy, seagoing type of craft, with good sheer and high
bulwarks. The crew's quarters are forward, then comes
the cargo hold for fish. The engine room is amidships,
and on top of the engine room is the wheel house. The
galley is located on deck aft of the engine room. There
is another cargo hold for fish aft.

The vessel is rigged as a ketch, following the usual
trawler style. Large tanks of fuel oil and water are car-
ried so that these boats can remain at sea for weeks at a
<^ime.

The general dimensions are :

Length on deck 72 feet o inches

Breadth 15 " o "

Draught 7 *' 5 "

Power FlslUng Trawler BuUding for O. H. Meeten, From Deeigns 1>y J. Murray Watts, to Be Equipped With a Kahlenberg Engine of 135 H.P,

Digitized by

Google

40

THE€ff»

RUDDER

March

Minstrel, a 22-Poot L.W.L. Auxiliary

Yawl

In this design B. B. Crowninshield has turned out an
exceptionally able, fast and roomy single hander. The
boat is so well balanced that she may be sailed as a cat
or under jib and jigger, and maneuvers well in crowded
harbors.

While built as a cruiser her ends are so nicely bal-
anced she just seems to fit the water, at rest or underway.
T. D. Poucher of Huguenot Y. C, her present owner,
is a yachtsman of the old school and has in the past
owned and sailed larger boats. The yawl has attracted
so much attention we asked him to describe the Minstrel
and tell where he cruised during the season, and he re-
plied as follows :

**Aly needs were a boat that we (wife and I) could
Hve on board of for the Summer, with a reasonable de-
gree of comfort; fit for cruising along the coast, mod-
erate in upkeep expense, and able to at least sail along
with the fleet in any kind of weather. A boat that was
not to be a work shop, where one did a day's work to
get underway; and above all a boat that handled and
looked like a little yacht.

"The answer to my needs was the Minstrel, which
filled my requirements even beyond my expectations,
after several minor changes had been made, such as the
addition of a combination slide and skylight similar to
those frequently seen on some of the English yachts, but
seldom seen on our small boats. This gave me 5 feet 10
inches headroom under the cabin carlines at the lowest
point in the main cabin, and from outside the appearance
is that of the conventional slide and skylight.

Digitized by

Google

March

THE«ete

RUDDEP

41

**The next demand was for a ^kicker' to insure get-
ting me home from Lloyds Harbor in the Spring and
Fall, when business interferes with pleasure to such an
extent that week ends are only available for sailing.

"The engine, a two-cylinder two-cycle Lockwood-Ash
8 h.p., weighing 220 lb, located under the cockpit and
accessible by removing the cabin steps, kicks Minstrel
along at a good speed, and has been entirely satisfactory.
It has been there for three years now and with the ex-
ception of cleaning the plugs has never been touched
with a wrench.

-• ►

Minstrel, a Slngle-Hander Auxiliary Tawl Owned by T. D. Pouclier,

Under Sail

**The installation of a Sands folding wash basin on
the toilet room bulkhead, connected with the 60-gallon
water tank, greatly pleased the *Mate.*

"An 18-inch shelf on both sides of the cabin, 7 feet
long, about 10 inches below the deck line, with a ma-
hogany rail, to prevent things sliding around, proved a
wonderful convenience in storage, particularly after two
good-sized drawers were built under the fore end of both
shelves. This, of course, dispensed with the pipe hearth
shown in plans.

"The cabin lamp not giving us sufficient amount of

8aU Flan of the AnzUlary Tawl Minstrel, Bnllt From Defi«ns by
B. B. OrownlnsUeld

light, and always an excess of heat and sometimes smell,
a change in the lighting system resulted in an ordinary
Presto tank, such as is used by many trucks, being in-
stalled in a way that the light may be controlled by the
valve on the tank itself. The light is absolutely odorless,
extremely white, and gives off very little heat. . Two
tanks last all Summer.

"The flat hatch on the cabin top over the galley was
hinged on the after end, and when the fore end was lifted
sent the wind shooting into the galley at a great rate, but
when there was fog or light rain it also carried that in, so
a very simple device was worked out which will do three
things.

"i. Lock the hatch down.

"2. Raise the fore end.

"3. Raise the after end.

OaMn Flan of the Auxiliary Tawl Minstrel, Owned by T. D. Foacber and Bqnipped With a Two-Oylinder Lockwood-Aih Engine

Digitized by

ae

Google

42

RUDDEP

March

"This device consists of two stock skylight quadrants,
one placed on each side of the hatch, in the center fore
and aft, and the ordinary thumb screws and sockets be-
ing used on the inside of the hatch coaming.

"Most of our cruising is done east of Block Island,
\'ineyard Sound and Buzzard Bay being the favorite
cruising ground because of the absence of calms and
thunder squalls. The many landlocked, picturesque har-
bors have a charm not to be found in Long Island Sound.
In Hadleys Harbor, for example, it is hard to believe one
is not in a mountain lake, the forest growing right down
to the water's edge, and quite frequently one may see
deer come down to the water, as if surveying the new ar-
rivals in their domain ; and early one morning last Sum-
mer I saw a large buck take to the water and swim across
the harbor instead of going around the shore.

"The amount of blackberries one may pick here is de-
termined only by the perseverance of the picker, as the
supply is inexhaustible. Clams, or I should say quahogs,
are very plentiful. Yet only two miles away on the main-
land at Woods Hole, ice, water, gasolene and provisions
are obtainable.

"I have sailed Minstrel single handed all over Buz-
zard Bay and Vineyard Sound and find that it was sel-
dom necessary to reef ; when it got too dusty by dousing
the jib and jigger I had a perfectly balanced 'cat,' which
w^ould almost sail herself to windward; and occasionally
the jib and jigger and no main sail have proven enough
sail for the time being.

"The freemasonry of yachtsmen is a well-established
fact, but we from the big Burg (N. Y.) will have to take
second place to the New Bedford and Cape Cod yachts-
men in the manner in which a visitor is made at home in
their waters.

"The Helenette, Captain William Caesar of the
Huguenot Y. C, went east with me last Summer and we
were later joined by the Wenonah of the Larchmont Y.

C. for a week at Buzzard Bay, which proved all too short
a time for the genial owner, Mr. William W'ebb.

"In a well-equipped small boat, of the proper type,
you may cruise with safety, comfort and pleasure any-
where along our coast from Maine to New York. It is
to be hoped that more and more small boats from New
York will extend their cruises into Buzzard Bay and
beyond."

The general dimensions of the Minstrel are :

Length o. a 34 feet o inches

Length 1. w. 1 22 " o "

. Breadth 8 "10 "

Draught 4 " o "

Area of lower sails.... 692 square feet

"^^

A 60-Foot Pearl-Fishing Boat

A pearl-fishing vessel designed by J. Murray Watts
is now being built in Rangoon, India. The entire boat
is of East India teak. The power is a 150-h.p. oil engine
of British manufacture; and there is, besides, an air-
compressing plant, run by a Wolverine oil engine, fur-
nishing compressed air to the divers.

The general arrangement shows an engine room amid-
ships, separated from the rest of the boat by water-tight
steel bulkheads. There is a cargo hold for pearl shell
forward and a compartment aft for diving dresses and
gear. There is a main cabin on deck aft for the officials
of the company. It is interesting to note that the foreign
countries are coming more and more to the United States
for power boat designs.

60-Foot Pearl FlBUng Boat Now BnUdlng at Rangoon, From Designs by J. Mnrray Watta

Digitized by

Google

March

RUDDER

43

Sail PUn of 76-Foot AnzUlary Scbooner DMignad by C. D. Mowtr

30-Foot Day Cruiser

A very attractive 30-foot day cruiser has been
designed by Howard A. Gardner, Fine View, N. Y., for
use on the St. LawTence River. The plans are given
herewith. The yacht has a raised deck forward under
which there is 4 feet 6 inches headroom. There is a

small chain locker forward and then comes a small main
cabin with an extension berth on the port side. The
main cabin is a revision of the old glass type with all
windows arranged to drop or swing out of the way.
The headroom in this cabin is 5 feet 11 inches. Aft of
the glass cabin is a small open cockpit with fixed seat.
This space is large enough to allow the stowing of a
couple of trunks as the yacht will be used to carry visit-
ors from the trains to the owner's house, for day cruis-
ing and occasionally for a short overnight cruise to the
Bay of Quinte.

The engine is placed well forward. The power-equip-
ment is a four-cylinder Red Wing engine of 30-40 h.p.

The keel, stern, frames and beams are of white oak.
The frames are i inch by 13^ inch, spaced 6 inches on
centers in the way of the engine and 8 inches elsewhere.
The planking is J:J-inch cedar. The clamps and stringer
are of yellow pine. The engine stringers are of spruce
and the fastenings are made of galvanized iron and
brass.

The general dimensions are:

Length o. a 30 feet o inches

Length l.w.l 29 " 5^/$

Breadth o. a 7 " 4

Extreme draught 2 " 6

Draught to rabbet i ''3

Breadth l.w.l 6 " 3

i 1 L_f -fe^^-i^p^=db^a -i-n;

PluiB of a 30-Foot Day Craiser Designed by Howard A. Gardner for Use on the St. Lawrence River; Power Plant Is a Four-Cylinder Bed Wing

SO-40 H.P. Engine

Digitized by

Google

mEtfit
RUDDER

March

Sail Plan of an 18-Foot Knockabout Showing DotallB of the ICarconl Big

18-Footer

A boat that will attract attention in the Massachusetts
Bay racing fleet is the Marconi-rigged i8-foot knock-
about designed by Charles D. Mower, whose plans are
published herewith.

The boat is designed to the restrictions of the Massa-
chusetts 1 8- Foot Knockabout Class, which has been for
.many years one of the most popular racing classes in
Massachusetts Bay. She is the first new boat designed with
the Marconi rig, as only the gaff mainsail has been used
up to this time. At a recent meeting of the Knockabout
Association it was decided to allow the use of the
Marconi rig with the restriction that the length of mast
should not exceed 42 feet. The class rules allow a total

sail area of 450 square feet with not over 360 square
feet in the mainsail. The sail plan shows the full height
of mast allowed by the rules and the maximum area of
mainsail.

The boat is being built by Graves at Marblehead for
a well-known Boston yachtsman.
Her dimensions are:

Length o. a 31 feet o inches

Length l.w.l 18 " o "

Breadth 7 " 6 "

Draught 5 " o "

«•• •

Nunes Bros. Design

In this issue we are showing the lines of a ketch-
rigged trading vessel designed by Nunes Bros, of Sacra-
mento, Cal., for Mr. Manual Garcia. The vessel will be
built on Cases do Pico, Azores Islands, and used for
carrying general cargo between the islands. The principal
dimensions of the craft are:

Length. 68 feet

Length, l.w.l., when upright 52 "

Extreme breadth 17 "

Draught, when loaded 6 "

The designer's idea, as explained to us, is to produce
a form that will drive easily with a moderate sail area
and be safe under weather conditions prevailing around
the islands. Limited draught is necessary, and as a mis-
cellaneous cargo will be carried and there will be con-
siderable variation in C.G. height," as cargo varies it is
necessary to have a safe margin of natural stability of
form at all inclinations.

Our analysis included careful consideration of the
above and under water portions of hull:

(a) When floating upright and in still water.

(b) When floating upright and moving directly ahead

(c) When inclined transversely and moving directly
ahead.

(d) When inclined transversely, moving ahead, roll-
ing and pitching;

Plan of an 18-rMt SnookalMitfe DMlgnad 1u 0. D. Mower for tiie MMSteliaiotti Knookabont Olaas and Building at OrarM Yard

Digitized by VnOOQ iC

March

THE««te

RUDDEP

45

(e) And also of the paths of travel of water particles made by only considering the lines shown on a lines

moved by hull under conditions b, c, d. drawing. Such lines seldom indicate the true paths of

We mention these because upright and direct move- travel of water particles when vessel is upright and never

ment ahead is not a normal condition for vessels in use show immersed and above water shapes of hull and paths

in open waters and a correct analysis of form cannot be of travel of water particles when the craft is inclined

S«ettonf, Deck Plan and Lines of a 68-Foot Ketch-Bigsod Trading Vessel, Designed by Nnnee Bros, of Sacramento, Oal.

Digitized by

Google

4&

RUDDEP

March

San Plan of Ketdi-Bigged Trading Vessel Designed by Nones Bros.

transversely and rising, falling and rolling as well as
moving ahead.

A fair formed and properly proportioned hull (by the
term form, as here expressed, we mean volume, surface
area, shape and its longitudinal and vertical distribution
both above and below water) is likely to drive easily and
be safe under conditions b, c, d, because the water part-
icles set in motion by the hull movements will not be
obstructed and the balance of centres will not be unduly
disturbed by inclining, pitching, falling and rolling com-
bined with the direct forward movement.

Unfairness of form generally means decrease in
safety and some increase in cost to move. And bear this
in mind, fairness (or unfairness) of form does not en-
tirely depend upoh shape. It can only be determined by
careful consideration of the varying shapes of the above
and below water form when vessel is upright, when
inclined and when rolling and pitching ; and the influence
the changes in immersed form has on the water particles
set in motion by the combined movements mentioned.

Our analysis of this design indicates that the designer's
ideas of form are sound, the form fair and that the
vessel built from these plans should prove safe, satis-
factory and easy to drive under all ordinary conditions
of wind and sea.

OomparatlTe Besistance Onxres of the Nones-Designed Ketcb

75-Foot Auxiliary Schooner

The plan shows a shoal draught auxiliary schooner
designed by Charles D. Mower for a client who intends
to use the boat in Southern waters for shooting and fish-
ing trips. The dimensions are 75 feet over all, 55 feet
water-line, 18 feet extreme breadth and 4 feet draught.

The sail plan is small with the sail well inboard so
that she can be easily handled by a small crew.

The arrangement is well planned with a large main
cabin, two staterooms, bath room, galley and forecastle.

The engine room is aft of the main cabin and separated
from it by a water-tight bulkhead, so that no engine room
odors can get into the living quarters and no oil or grease
get into the bilge of the boat.

The construction is as heavy as a small working
schooner of her size and type, with double-sawn frames
and i^" yellow-pine planking.

The general dimensions are :

Length over all 75 feet

Length l.w.l 55 "

Breadth, extreme 18 "

Draught, extreme 4 "

Sail area IjO^S square feet

Profile and Accommodation Flan of a 76-Foot Aozlliaxy Sehooner Designed l>7 0. D. Mower for Use In Sonthem Waters

Digitized by

Google

March

RUDDER

47

^ .-

j»y yv jt^

Lines of a 30-Foot Day Cruiser, Designed by Howard Gardner

24-Foot Runabout \io?X will be used where the river is very shoal and also

ry,, . , • - . , in the roue^h waters of Ipswich Bay, a specially e^ood sea-

Ihe accompanvine: plans are of a 24- foot runabout ,, ji jir., ,1

designed by Ralph EWinslow of Bristol, R. L, for Mr. ^oat was desired and also fairly shoal.
George L. Wright of Annisquam, Mass., who wished a The construction has been made quite heavy, and not

sensible family runabout of the raised-deck type. As the fancy, to make a durable and easily-taken-care-of boat.

w

Profile of 24-Foot Banabont Building From Designs by Balph E. Wlnslow

""\

\-

^

m

4- if ^

/'■

y

-^--^-

•'''•- •*..-— I

/•»■ ^»t>^*eo%-

i)

' »»->/>»-/«... •«>.«r

^T <5.7

.1 .f^

T.i:^^^r :

OA/m- C9tvt. y^tvrtt-Armm t'otA jamb^ ^'f s- »>
OA mArr4tA»9M rmA^ Btrmttmm >»/«• «««-^
MpMAu*r fimc co^A^m r*tmv trmmiv
qASOLKftK ^#0 BY A fAevAM trarMM
OMK AntCAom » mmo»» ♦ ^orfAJrmettT mtfi,,mmo
tN^it^K tt^aTALtmo tet qoea mrcAfiMf c»»tBtt

Beck Plan Sections and ScantUnes of 24-Foot Bonabout Building For George L. Wright of Annisquam, Mass., From Designs by Balpb Winslow

Digitized by

Google

48

RUDDER

March

Inboard Proflla uxd Accommodation Plani of tho Eloctrieally-IMyen Yadit Kew Er% Owned by WUliam T. Donnolly, DescrUition of Whidi

Will Be Found on Page 14

The cockpit is large and roomy, watertight and self-bail-
ing. A 28-h.p. four-cylinder Red Wing engine will be
installed, which will give a speed of about 13 m.p.h. The
propeller and rudder are protected by a skeg. For a gen-
eral use family runabout, for fishing, picnics and other
occasions she should prove very serviceable and desirable.
The general dimensions are :

Length o. a 24 feet 4 inches

Breadth 6 " i "

Draught 2 " o "

tfiti

Sinu— American-Designed Working
Boat

A 103- foot shoal-draught working boat called the
Sinu has been built by the Cartagena Shipyard from the
designs by J. Murray Watts, for F. A. Scharberg of Car-
tagena, Colombia, S. A. Propulsion is by a looh.p.
heavy-duty Bolinders oil engine. The boat will be used
for transporting cargo and passengers up and down the
river from Cartagena.

There is a good-sized saloon for passengers in the
deck house and plenty of room for cargo in the forward
and after holds. On the upper decks are quarters for the
captain and engineer, as well as the pilot house, and a
covered promenade for passengers. A powerful electric
plant is installed, which not only operates the incandes-
cent lights and searchlight, but also the electric windlass
for handling the cargo.

Another boat very similar to this, but with somewhat
greater draught, is now being designed for Dr. C. A.
Campbell of Kingston, Jamaica. These boats show very
clearly the tremendous strides that the oil-engined power
boat is making in South America and the West Indies.

The dimensions of the Sinu are :

Length over all 103 feet o inches

Length water-line 95 " o

Breadth 20 " o "

Draught 4 " 6 "

SAN FRANCISCO Y. C.
The new officers of the San Francisco Y. C. are: Commo-
dore, Wilfred Page; vice-commodore, Webb H. Mahaffy; sec-
retary, W. Q. Wright. Commodore Page is planning to have
a One-Design Class this year. This size is selected as being the
smallest that is dependable for cruising purposes and while they
will not be of the cruiser type, it is not the purpose to sacrifice
everything to speed.

Sinn, Bout by tlia Oartagana Slilpy&rd From Designs by J. Morray
Watts, Equipped With Bolinders Bnglnes

Digitized by

Google

Do YOU want to own a yacht and use it during the
coming season? Do you want to cruise up and
down the coast during the heated spell and to make trips
inland through the rivers, canals and lakes? Do you
wish to take part in the glorious sport of yachting, which
will give you health, rest and enjoyment? Then study
the pages following and find a yacht of the size and type
that you require and get in touch with its owner at once.

There is a great demand for yachts at this time. This
demand is growing each day and the wise man is he who
makes up his mind now what he wants and secures it at
once. The Illustrated For Sale List of the Annual Fitting
Out number of The Rudder is according to a well-known
yachtsman "an institution." This yachtsman is thanked
for so aptly telling what this Illustrated For Sale List
really is. For many years this list has been published each
Spring and it has grown to be popular not only with
those who have yachts for sale or those who wish to buy,
but with all yachtsmen who are fond of studying the
many types of craft that are afloat and who ponder over
this list as they would over a most fascinating novel.

The Illustrated For Sale List is an index of the times.
It is a sort of thermometer that tells of the outlook for
the coming season and this year's list indicates that the
supply of yachts does not nearly equal the demand.

Yachting has come back. It received a hard blow dur-
ing the war, but the American yachtsman has lots of push
and vim and it did not take him long to pass through the
period of reorganization and readjustment and now the
demand for yachts of all sizes and types is so great that
the builders are hard pushed to complete their contracts
before the opening of the season and those who failed to
place their orders early are now looking over the brokers'
lists to find out what boats they can secure.

The first Illustrated For Sale List was published in
The Rudder in 1897. It filled nine pages and had twenty-
three illustrations. In the palmiest days of yachting the
list often numbered more than four hundred vessels and
filled as many as eighty pages of The Rudder. During
the war the list naturally fell oflF. This was largely be-
cause the Government had taken so many of the power
boats and larger yachts and the owners of small craft
realizing that there would later be a big demand for
yachts declined to sell. Now the list is growing again.
Yachts are being built very fast and as these are turned
out by the builders the older ones are offered for sale.

The coming season is going to.be a busy one. The
man who now owns a yacht can look forward to a most
enjoyable Summer. The man who wants to have some
yachting and does not now own a yacht must hustle if
he is going to enjoy his favorite pastime, and this list
is going to help him very materially if he takes advan-
tage of it at once. The list of yachts oflFered for sale is
so varied and contains so many different types of vessels
that a prospective purchaser ought to be able to find what
he wants and what he likes without much trouble if he
gets busy at once. There should be no delay, because
these yachts, or the majority of them, will be snapped
up at once.

If you do not see what you want, or have not time to
make a personal inspection, the yacht brokers represented
in The Rudder columns will make your selection an easy
matter. These brokers understand these transactions and
will safeguard their clients. Sometimes there have been
complaints that the yacht is not just as it is described
and that it has faults that were not told of. If a broker is
is engaged to make the transfer and to inspect the yachts
such troubles as these will not occur.

Digitized by

Google

so

RUDDER

larch

560

No. 56a— For Sale— Keel sloop, 74 ft. 9 in. by 53 ft. by 14
ft. 6 in. by 9 ft. 2 in. Designed by N. G. Herreshoff and built
by the Herreshoff Manufacturing Company. One double state-
room, four berths in main cabin, large toilet room and galley.
Complete suit of racing sails, made by Ratsey. Acetylene light-
ing system, copper water tanks, large Shipmate range, complete
set of racing hatches, brass winches. Has raced very success-
fully as a sloop and would be a very desirable yacht to convert
into a schooner. For further information apply to the G. W.
Ford Yacht Agency, 30 East 42d Street, New York City.
♦ * ♦

No. 120 — For Sale or Charter
— Bugeye rigged yacht, 50 ft.
by 45 ft. by 14 ft. 3 in. by 3 ft.
9 in. Built in 1909. Is in A-i
condition. Most commodious
accommodations. Sleeps nine.
Fully found. Engine is 25-35-
h.p. Peerless. Can be bought
very cheaply. Apply Linton
Rigg Yacht Agency, 138 South
4th Street, Philadelphia, Pa.

No. 19298— For Sale — Fine open motor boat, designed by
Skene ; length 30 ft., beam 6 ft. 4 in., draught 2 ft. 3 in. Strongly
built, cedar planking, copper fastenings. Buffalo engine, 4-cyl.,
4-cycle, 15 h.p., giving speed of 9 m.p.h. Spray hood, cushions,
lights and everything to meet Government requirements. HoUis
Burgess Yacht Agency, 15 Exchange Street, Boston, Mass.

No. 19302 — For Sale — Excellent 65-ft. cruiser; fine boat for
the races; 11 ft. beam, 3 ft. 6 in. draught; has 75-h.p. motor;
speed 12 miles. Accommodations include large saloon aft. Own-

19298

19302

er's stateroom forward, with double bed and extension sofa;
guests' stateroom for four. Condition excellent, price reasonable.
Apply Linton Rigg Yacht Agency, 138 South 4th Street, Phila-
delphia, Pa.

* * * •

No. 307— For Sale — Keel
auxiliary cruising schooner
yacht, 41 ft. over all, 30 ft.
water-line, 8 ft. beam, 6.3 ft.
draught. Designed by Crown-
inshield. Lead ballast. Own-
er's cabin, toilet room, foc'sle.
i2-h.p. engine, built 1914, and
fitted with Thomson feathering
wheel. Fully furnished, includ-
ing two full suits sails, one by
Ratsey practically new. The
only boat of her type for sale.
Apply to Simon Fisch, Yacht
Broker, 31 East 27th Street,
New York. Telephone Madi-
son Square 4008.

307

Digitized by

Google

March

RUDDEP

51

19311

No. 19311 — For Sale — Fast classy cruising yawl, 45 ft. by 29 ft. by 10 ft. by 4}/^ ft Designed and built by Stearns & McKay,
Marblehead. Sleeps five, full headroom, trimmed in white and red mahogany. Toilet, clothes closet, lockers, built-in refrig-
erator, dish closets, "Shipmate^ range, copper water tanks connecting wash room and galley, large skylights with copper screens
for skyligrhts and companionway. Also awnings, anchors and cables, Herreshoff bronze capstan, mahogany and brass binnacle
and compass side lights, charts, etc., in fact, fully found for immediate use ; full set signal fiag^s ; with cedar and mahogany
dinghy. Address Mr. Martin, 2017 Caton Avenue, Brooklyn, N. Y.

No. 305 — For Sale — Exceptionally fine yawl, 31 ft. by 21 ft
by 9 ft by 4 ^t. 3 in. ; only 9 years old. Copper fastened, excel-
lent condition, 5-ft. headroom, cabin finished in mahogany and
white, sleeps four. Most complete inventory. Has 5-h.p. Fay &

tfiti

Bowen engine, which kicks her along at 6 m.p.h. A big little

boat. Apply Linton Rigg Yacht Agency, 138 South 4th Street,

Philadelphia, Pa.

* * *

No. 19297 — For Sale — Exceptionally desirable cabin motor
boat, built by Shiverick of Kingston, Mass., in 1913. Length, 28
ft., beam 8 ft. 6 in., draught 2 ft. 8 in. Very strongly built, with
cedar planking and copper fastenings. A new Sterling engine
was installed this Summer, 17-25 h.p., with self-starter, 4-cyl.,
4-cycle, Bosch ignition. A very able and dry seaboat; speed 10
m.p.h. Roomy cockpit, comfortable cabin, with toilet Every-
thing about the boat in the best of condition and the price is very
reasonable. Inspectable in Boston. Apply to Mollis Burgess
Yacht Agency, 15 Exchange Street, Boston, Mass.

dos

19297

Digitized by

Google

53

PUDDEP

iarch

2624

No. 2624 — For Sale — Very desirable and attractive auxiliary
yawl, 76x46x16x8.6 ft., 35-h.p. motor. Accommodations for six
in owner's party. New suit of sails in 19 19. Probably best craft
of type and size available. Further particulars from Cox &
Stevens, 15 William Street, New York.
* * *

No. 2472 — Power boat, ketch rig, 39 ft. 6 in. over all, 11 ft.
beam, 2 ft. 6 in. draught, with centerboard 8 ft. Designed by
Watts; builders, Smith & Williams Company, in 1915. Sterling

2472

motor, 20-35 h.p. ; speed 9-10 miles. Has saloon with four tran-
som berths, toilet, galley, etc. Owner and wife made comfort-
able West Indies cruise. Apply William Gardner & Co., i Broad-
way, New York.

No. 19301 — For Sale — Finest
small cruiser on the market.
Winner of several ocean races;
a famous boat. 35 ft. 6 in.
length over all, 29 ft. 6 in.
length water-line, 11 ft. i in.
beam, 4 ft. draught. Auxiliary
power, full headroom, very
heavily constructed and should
last for thirty years. Condition
excellent. For further particu-
lars inquire Linton Rigg Yacht
Agency, 138 South 4th Street,
Philadelphia, Pa.

1 9301

No. 193 14 — For Sale — Cat-
boat Green Wing II, built by
Morton Johnson in 1917;
length over all 20 ft., on water-
line 20 ft., beam 8 ft. 11 in.,
draught 2 ft., ballast 1,100 tb
iron^ sail area 400 square ft.
Cabm sleeps two. Large open
cockpit, toilet, three hair
cushions, large water tank with
pipe and faucet, also hose to
fill; anchor, cable, set pole,
pump, Fresnel side and riding
lights. Primus stove, heavily
tinned cooking utensils, blocks
and rigging in perfect order.
Substantially built and has had
unusual care; is fast in rough
water and is the ablest boat of
her size on Barnegat Bay. Par-
ticulars from Morton Johnson,
Bay Head, N. J. Inspectable
there. ♦ * ♦

No. 1081 — For Charter — Lawley built twin-screw 90- ft. power
yacht; has two 7S-h.p. Standard motors, speed 12 knots. Large
dining saloon forward; two double staterooms, bathroom and

19314

1081

main saloon aft. Finely fitted and furnished. Available en ac-
count of owner going abroad. For further particulars apply
William Gardner & Co., i Broadway, New York.
* * *

No. 19387 — For Sale — Cruising auxiliary yawl Siesta, 71 ft.
over all, 45 ft. water-line, 15 ft. 2 in. beam, 8 ft. 6 in. draught,
18-24 Standard engine, speed 7 knots. Accommodations : one
double and one single stateroom, box spring berths, large main
saloon sleeps two, berths forward for crew of four, two toilets,
running water in staterooms. Condition excellent throughout.
Now being completely refinished. New flush deck, new bright
cedar launch. Canvas used one season. Well found. A success-
ful yacht, comfortable, seaworthy and easily handled. Will con-
sider sixty-day charter. Inspectable New York by appointment.
Price in full commission May ist, $17,000. A. W. Moffat, Room
803, 105 West 40th Street, New York City.

19387

Digitized by

Google

March

RUDDER

53

19393

No. 19393 — For Sale — Jib and mainsail boat, Little Rhody,
22 ft. water-line, 35 ft. over all, Sj/^ ft. beam, 5 ft. draught, 700
square ft. sail, outside lead ballast, double planked. Large cabin
and cockpit ; spars, standing rigging and sails excellent condition ;
storm jib, storm trisail, two spinnakers and balloon jib. Has
always had best of care. Summer and Winter. A fine all-around
boat for day sailing, cruising and racing. Winner of ocean race
New York to Marblehead, 1904, and many short and long dis-
tance races. Inspection Wardwell's Yard, Bristol, R. L Address
C. F. Tillinghast, 260 Nigell Street, Providence, R. L
♦ * ♦

No. 2566— For Sale— Attrac-
tive keel and centerboard Law-
Icy-built auxiliary ketch,
94x69x20.7x7.9 ft. Speed un-
der power 9 miles, loo-h.p.
motor. Heavily constructed.
Accommodations include large
saloon, two double and two
single staterooms, bath and two
toilets, etc. Independent elec-
tric light plant, new 1918.
Completely equipped. Can be
handled with small crew.
Price and further particulars
from Cox & Stevens, 15
William Street, New York.

^^^^vl^^^^B

2566

No. 19300 — For Sale — High-grade power cruiser, designed
and built in very best manner by George Lawley & Son Corpora-
tion. Length over all 80 ft., water-line 73 ft., beam 13 ft, draught
4 ft. Double hard pine planking, copper fastenings. Speedway
engine installed in 19 16, 6-cyl., 4-cycle, 100 h.p., giving speed of
II knots per hour. Very fine seaboat. Ample accommodations.
Saloon, dining room, guest's stateroom, owner's stateroom, two
cabin toilets, one toilet for crew. Cabin finish is mahogany, and
mahogany and white. This is a very superior yacht ; must be
seen to be fully appreciated. Inspectable in Boston. Further par-
ticulars of Hollis Burgess Yacht Agency, 15 Exchange Street,
Boston, Mass.

^SB

4^

■

■

1

B

1

^

■! H

13

pmjfcin''

t '9

^Mfl

I

■

.^^i\£^

^^

m

8

Sr

'

19300

19309

No. 19309— For Sale — Auxiliary ketch Maiko, 44x37^x12x5^
ft. ; 25-h.p. Sterling engine. 12- ft. dinghy, with Evinnide. Main
cabin, two berths; two extension transoms; finished maho^^any.
Aft cabin, two berths finished white and mahogany. Exceptional
closet and drawer room. Galley and toilet. Forecastle with two
pipe berths and toilet. Cockpit fitted for sleeping five, with

19310

awning usable at anchor, sailing or steaming, and contains wheel
and engine controls. Cabins have ports and main cabin skylight.
Electric lighted throughout. Best of materials and workman-
ship. Unusually comfortable, able, fast cruising boat in best of
condition and fully equipped. Inspectable Neponset, Mass. Ap-
ply any yacht broker .or W. B. Lloyd, Tribune Bldg., Chicago.

No. 2533 — For Sale— Very attractive and desirable auxiliary
schooner, 75x46x15x10.6 ft. Built by Lawley. Sterling motor,
new 1919. Saloon, double stateroom, toilet room, galley, etc.
In excellent condition throughout. Price reasonable. Cox &
Stevens, 15 William Street, New York.

2533

Digitized by

Google

54

THE*"*

RUDDEP

iarch

No. 34 — For Sale or Charter — Steam yacht, 94x83x17x5 ft.
Designed and built by Herreshoff. Available for immediate de-
livery in Florida in commission. Six staterooms, three toilets,
bath, steam heat, hot water and complete Marconi wireless out-
fit. Deck house 45 ft. long. Large dining saloon in deck house.
Finished in white enamel, awnings for entire main deck, hull
steel strapped, four steel watertight bulkheads. Very economical
to run as fuel consumption is only 1,200 tb for twelve hours.
Boiler retubed in 1918, and as it has had little use since that
time is practically new. For further information apply to the
G. W. Ford Yacht Agency, 30 East 42d Street, New York City.
* * *

No. 19406— For Sale — ^47-ft. yawl, 33 ft. water-line, 13 ft.
beam, 6 ft. draught. Sails, awnings, covers and rigging new
1917. 30-h.p. Scripps engine, new 1917. Electric starter and
lights. Main saloon and cabin mahogany finish throughout.
Washstand in stateroom, plenty of locker and drawer room.
Well equipped galley, runnmg water, 200-gallon water tank; 60-
gallon gasolene tank in cockpit. Boat fully found and in first-
class condition throughout. For price and further particulars
address Jesse M. Willey, P. O. Box 4, Fairhaven, Mass.

No. 299 — For Sale — Gentleman's express cruiser, 45 ft. over
all, 9 ft. beam, 3 ft. draught. Sleeps five people. Three toilets.
150-h.p. six-cylinder Van Blerck motor; speed 18 m.p.h. Fitted
with all conveniences. This craft is of exceptionally high-grade
construction, planked with mahogany, and was only launched

299

August, 1919. An ideal type for ferry service or coast cruising.
An excellent opportunity offered to obtain this yacht at consider-
ably less cost than a new boat. Address Simon Fisch, Yacht
Broker, 31 East 27th Street, New York. Telephone Madison
Square 4008.

♦ * *

No. 19293 — For Sale — Fast cabin motor boat, 30 ft. by 8 ft.
by 2 ft. 10 in. Built by Graves; designed by Swasey, Raymond
& Page. Strongly built. Mahogany finish. Sterling eng^ine, 4-
cyl., 4-cycle, 30-40 h.p., giving speed of 10 knots per hour. Cabin
has two extension berths, 6 ft. headroom, toilet, etc. This yacht
is most desirable in every way. Further particulars of Hollis
Burgess Yacht Agency, 15 Exchange Street, Boston, Mass.

19406

19293

Digitized by

Google

March

RUDDEP

55

r •

19374

No. 19374 — For Sale — Light-draught auxiliary yawl, 53 ft.
by 14 ft. by 2 ft. 8 in. New Red Wing engine, 18-24 h.p. Sail
plan and dinghy designed by William Gardner; sails by Ratsey,
and by GriflFen. The most desirable boat of its type in these
waters. Accommodation for four aft and two men forward.
Tivo staterooms, two toilets, good galley, acetylene lighting
ample water tanks, large ice-boxes; an unusually comfortable
cruiser and fine sailer. Model can be seen and further particu-
lars obtained by appointment with the owner. Dr. Parker Syms,
561 Park Avenue, New York.

No. 3044 — For Sale — Auxil-
iary schooner, 107x78x22x12 ft.
Built 1914. Standard motor,
four staterooms, saloon, galley,
etc. Further particulars, price,
etc., from Cox & Stevens, 15
William Street, New York.

5044

♦ ♦ *

No. 19296 — For Sale— Cabin motor boat, built by Stearns &
McKay, Marblchcad, 30 ft. by 10 ft. by 2 ft. 10 in. Campbell 15-
h.p. engine, 3-cyLf 4-cyclc, speed 9 miles. A very roomy cabin.

19378

6 ft. I in. headroom. Full equipment. All in fine condition.
Apply to Mollis Burgess Yacht Agency, 15 Exchange Street,
Boston, Mass.

* * >i(

No. i9378~For Sale — 30-ft. water-line auxiliary yawl, 12 ft.
beam, 5 ft. 6 in. draught. Now located near New York. Boat
has been thoroughly overhauled, 1919, and is in perfect condi-
tion. Full headroom in the cabin, finished in white; double
stateroom aft; sails in excellent condition. Owner is (Jesirous
of selling to get a larger schooner. Particulars from C. S.
Sponagle, 88 Broad Street, Boston, Mass.

No. 90 — For Sale — C. B. aux-
iliary cruising schooner yacht,
555^ ft over all, 40 ft. water-
line, 16.2 ft. beam, 3.10 ft.
draught. Built 1915 from J.
Murray Watts' design. Own-
er's quarters aft provide two
staterooms and main saloon,
finished in mahogany and
white enamel, give 6J^ ft. head-
room. 25-h.p. four-cycle |
Holmes motor located under
after deck, gives speed of 7
miles per hour. Full cruising
inventory. The only craft of
her type available. Price
reasonable. For further infor-
mation address Simon Fisch,
Yacht Broker, 31 East 27th
Street, New York. Telephone
Madison Square 4008.

No. 256— For Sale — One of the finest bridge-deck cruisers
available, 68 ft. by 67 ft. by 11 ft. 3 in. by 4 ft. 2 in., 23 net tons.
Planking yellow pine, copper fastened. Only six years old and .
has been well taken care of. Has two double and one single
stateroom, and large main saloon. Sleeps seven, iso-h.p. Ster-
ling motor, speed 13 knots. Has been recently overhauled and
is in first-class condition. Apply Linton Rigg Yacht Agency,
138 South 4th Street, Philadelphia, Pa.

90

..J

19296

256

Digitized by

Google

56

RUDDER

March

-.*»

19308

No. 19308 — For Sale — The twin-screw auxiliary cruising
yawl Katrina, 60-ft, over all, 14 ft. 6 in. beam, 9 ft. 6 in. draught,
tonnage 27.67. This is one of the strongest and best-built yachts
on the Atlantic Coast and she is an exceedingly comfortable
and able boat that can go anywhere in any weather. The frame
is natural growth hackmatack, with birch and long-leaf yellow
pine planking, white oak stem and stern post, etc. The cabin
is finished in quartered oak and there is full headroom in main
saloon (four berths), stateroom (double berth), toilet room and
galley. The main saloon has an open fireplace. Forecastle has
two berths and the engine room, under cockpit, is completely
separated from the rest of the boat; ther-e are two M-i Thorney-
croft motors, 8^ h.p. each, using either gasolene or kerosene.
Very complete ground tackle and cruising equipment. Inspectable
at Wilson's Beach, near Eastport, Maine. This splendid cruising
yacht could not be built today for less than $25,000, but she must
be sold and I will sell her for the best bid, beyond a reserve
price of $5,000, received before June ist. W. R. Tumbull,
Rothesay, N. B., Canada.

0

[

No. 1 93 1 2 — For Sale — Racing
or cruising auxiliary yawl, A-i
condition. Length 33 ft. 6 in.,
beam 10 ft., draught 3 ft. 8 in.
Outside ballast, sheet steel cen-
terboard in keel. lO-h.p. four-
cycle Palmer engine, practically
new. Complete control from
wheel. Unusually large cock-
pit. Comfortable cabin. Light
sails and boom for racing;
$1,500. Owner, 484 loth Street,
*• Brooklyn, N. Y.

19312

No. 43 — For Sale — Without a doubt the best and most com-
plete up-to-date twin-screw Lawley gasolene yacht offered; 68 ft.
over all, 13 ft. beam, 3 ft. draught. Two double staterooms.
Two 40-h.p. motors; speed up to 13 m.p.h. Equipment complete

43

in every department. Whole outfit good as new. Must be seen
to be appreciated. Price attractive. Inspectable near New York.
For further details address Simon Fisch^ Yacht Broker, 31 East
27th Street, New York. Telephone Madison Square 4008.
m m *
No. 19289 — For Sale — 35-ft. motor boat, designed by Small
Bros. ; built by Graves at Marblehead. 6 ft. 6 in. beam, 2 ft. 6 in.
draught, 16- ft. cockpit, and 10- ft. cabin, with toilet, 5 ft. 4 in.
headroom. Smalley motor, 3-cyl., speed 12 m.p.h. Price very
reasonable. Apply to Hollis Burgess Yacht Agency, 15 Exchange
Street, Boston, Mass.

19289

Digitized by

Google

March

RUDDER

S7

19380

No. 1^380— For Sale — Crowninshield designed and built by
Graves, Marblehead, 42- ft. cabin cruiser, 8 ft. 6 in. beam, 3 ft.
draught, equipped with a four-cylinder four-cycle Frisbie motor,
all in fine shape. Full headroom in cabin, also separate cabin aft.
Cabin Rnislied in white and mahogany; toilet and galley with all
the fittings for cruising. Anyone wishing a one-man control boat
at a bargain cannot do better than inspecting this craft. Further
particulars can be obtained from C. S. Sponagle, Yacht Broker,
88 Broad Street, Boston, Mass.

♦ ♦ *

No. 636 — For Sale or Charter — Modern 150-ft. steel steam
yacht; most desirable of type and size available. Exceilent ac-

636

commodation ; good speed ; first class condition. Cox & Stevens,
15 William Street, New York.

* * *

No. 19386 — For Sale — Motor yacht Cruisania; 48x9x3^ ft.
Hull heavy construction, from special picked material, copper
fastened. Cabin select grain quartered oak, sleeps six adults.
Luxurious inventory, all the comforts of home, electric lights,
piano, etc Standard motor, 32 h.p., 4-cyl., 4-cycle (Standard
Motor Construction Company, Jersey City, N. J.) Perfect
cruiser, equipped complete, can go anywhere under her own
power. This outfit practically new, high-class and modem in
every detail. On account of having larger boat built will sell
for less than half. Photos, specifications and inventory sent on
request. Boat can be seen at Harlem Yacht Club, City Island.
Address owner, John J. Barr, no West 34th Street, New York
City.

19386

No. 272--For Sale— Keel
cruising sloop, designed and
built by Herreshoff Manufac-
turing Company. 38.10 ft. over
all, 28.9 ft. water-line, 8 ft.
beam, 6 ft. draught. Lead bal-
last. Commodious cabin with
four berths. Toilet; galley.
Full furnished for cruising.
The only craft of her type
available. Whole outfit in first-
class condition. Price reason-
able. Apply to Simon Fisch,
Yacht Broker, 31 East 27th
Street, New York. Telephone
Madison Square 4008.

No. 3533 — For Sale — Fast 72-ft. twin-screw cruising power
yacht. Speed up to 17 miles; two 6-cyl. i25-i50-h,p. Winton

3533

motors. Dining saloon, two double staterooms, bath and two
toilets, galley, etc. Price, etc., from Cox & Stevens, 15 William

Street, New York.

* ♦ ♦

No. 307 — For Sale — High-grade auxiliary yawl, 50 ft. over
all, 36 ft. water-line, 12 ft. beam, 7 ft. draught. Designed by
J. G. Alden; built by day labor by Adams Shipbuilding Com-
pany (East Boothbay), 19 16. Planked mahogany, very heavily
built. Large double stateroom (two berths) ; main cabin sleeps
four. Toilet room, very large galley. Quarters and toilet for
two paid hands forward. Four-cylinder Sterling engine, with
reduction gear and self-starter in separate engine room amid-
ships. In finest possible condition throughout. Speed 7.2 knots
under power. Fast sailer, especially to windward. Undoubtedly
the most roomy and up-to-date yawl of this size. Apply to John
G. Alden, 148 State Street, Boston, Mass.

307

Digitized by

Google

58

RUDDEP

March

No. 19292 — For Sale — Cen-
terboard sloop, 38* ft. over all,
30 ft. water-line, 11 ft. beam,
3 ft. 6 in. draught. Exception-
ally well constructed. Lead
ballast, 4,000 outside, 1,500 in-
side. Large cabin, 5 ft. 6 in.
headroom. Bright finish, toilet,
complete equipment with ten-
der roomy watertight cockpit.
Stin, able and easily handled;
ideal family boat. Apply to
Hollis Burgess Yacht Agency,
IS Exchange Street, Boston,
Mass.

19292

No. 300 — For Sale — The finest houseboat of her size afloat,
40 ft. long, 21 ft. wide. Commodious quarters provide two large
staterooms, bathroom adjoining, living room, kitchen and ser-
vants' room. Equipment of the finest obtainable and complete
in every department. It is difficult to describe the many desir-
able features embodied in this particular craft and she really
must be seen to be appreciated. Acetylene gas light used. Any-

6030

Bros, motor, 25 h. p., 2-cyl., 4-cycle. Speed under power, 7 miles.
Newly painted, new running rigging, steel riggmg two years
old. Fully furnished and equipped for extended cruise for six
to eight people. Inspectable near Boston. Hollis Burgess Yacht -
Agency, 15 Exchange Street, Boston, Mass.

* * *

No. 6030 — For Sale — Combination pyower houseboat and
cruiser. Dimensions: Length 69 ft., beam 12 ft., draught 3 ft.
10 in. Built by Seabury Company. Has new six-cylinder Winton
engine, 60-75 h.p. ; speed 12 miles. Accommodations include
stateroom, saloon and bath. Has been little used. For sale at a
reasonable price. Inspectable at New York. Frank Bowne Jones.
Yacht Agent, 29 Broadway, New York.

* * ♦

No. 1796 — For Sale or Charter — Very roomy twin-screw
cruising power yacht, 99 by 17 by 4 ft; speed 13 to 15 miles;

300

one looking for a Summer home maintained at little expense will
do well to take early advantage this opportunity offers. No
similar craft available that can compare with her. Condition

food as new. Inspectable New York City. Address Simon
isch, Yacht Broker, 31 East 27th Street, New York. Telephone

Madison Square 4008.

♦ ♦ ♦

No. 19295 — For Sale — Auxiliary keel yawl, length over all
68 ft., length water-line 46 ft., beam 16 ft. 11 in., draught 7 ft.
6 in. Designed by F. W. Martin. Built by Nilson Company,
Baltimore. Very ample accommodations, one double and two
single staterooms, seven berths for owner and guests. Captain's
room forward and berths for crew. Two toilets. New sails and
covers, 1,740 square feet. Launch and tender on davits. Bauer

1796

Standard motors. Large dining saloon, six staterooms, three
bathrooms, all conveniences. Cox & Stevens, 15 William Street.
New York.

• * * *

No. 19411 — For Sale — Knockabout cabin sloop, centerboard
in keel, 21 ft. water-line, 32 ft. 6 in. over all, 7 ft. 8 in. beam,
4 ft. 6 in. draught, sail area 550 square ft., 3,300 lb outside iron
ballast. Oak frame, cedar planking. Two suits sails, one new.
Fine sea boat, fast and able. Oak cabin and trim finished bright.
Self-bailing cockpit. Cabin with two spring bunks, mattresses,
stoves, utensils, etc. ; two anchors, one new manila cable. Always
well owned and had best of care. Inspectable at Washington,
D. C. D. H. Fowler, 924 Colorado Building, Washington, D. C.

19295

19411

Digitized by

Google

Ifarcli

RtlDDEP

59

19294

No. 19294 — For Sale— 50-ft. motor boat, 9 ft. 6 in. beam, 3
ft, 9 in. draught. Built and designed by Lawley. Beautifully
constructed, double planking, cedar inside, hard pine outside.
Sterling engine 40 h.p., 4-cyl., 4-cycle, giving sped of about 12
miles. Two gasolene tanks, 140 gallons each, under cockpit;
two 45-gallon water tanks. Roomy cabin, full headroom, exten-
sion transoms, stateroom, toilet room, etc. Large cockpit. Steers
from bridge. Fully equipped and everything in best of condi-
tion. Electric lighting plant. Will be sold at a very reasonable
figure. For further particulars apply to Hollis Burgess Yacht
Agency, 15 Exchange Street, Boston, Mass.
♦ * ♦

No. 275 — For Sale — Here is an opportunity to purchase the
best Lawley gasolene cruiser of the size and type offered. 45.5
ft. over all, 11.3-ft. beam, 38- ft. draught. Built 1912 from
Swasey's design. Owner's cabin berths three people comfortably.
Two toilets. Finished in mahogany. 40-h.p. Murray & Tre-

275

gurtha motor; electric lights. Unusually complete inventory, in-
cluding Lawley tender. The finest seaboat of her inches afloat.
All deck fittings brass or bronze. Price low. Address Simon
Fisch, Yacht Broker, 31 East 27th Street New York. Telephone
Madison Square 4008.

No. 1563— For Sale— One of
the few available Lawley built
and designed cruising knock-
abouts, 37 ft. 6 in. over all, 25
ft. water-line, 3j4 ft. beam, 5
ft. ID in. draught, 6,500 tb out-
side lead ballast, 6 ft. head-
room. Roomy cabin, two ex-
tension transoms, numerous
closets, sideboards, etc. Sep-
arate toilet room with folding
washbasin. Large galley with
berth forward. 7-h.p. engine
out of sight under cockpit, not
included in sale. New Wilson
Silsby sails and covers, mast,
running rigging, etc, Au^st,
^ 1919. She is sound and tight,
0 very able and stiff. Good sailer,
especially to windward. Fin-
ished throughout in panelled
mahogany. John G. Alden, 148
State Street, Boston, Mass.

No. 279— For Sale— Keel
cruising yawl, 44.3 ft. over all,
30 ft. water-line, 11.4 ft. beam,
6^ ft. draught. Built by Fris-
bie from Crowninshield's de-
sign. Fine cabin, with four
berths. Separate toilet, galley,
foc'sle, fully furnished for
cruising, including tender, new
sails 1916. Bargain. For fur-
ther, details address Simon
Fisch, Yacht Broker, 31 East
27th Street, New York. Teler
phone Madison Square 4008.

1563

279

No. 19408— For Sale— Cat rig
yawl Iris, 27 ft. 8 in by 23 ft. 4
in. by 8 ft. 9 in. by 5 ft. 4 in-
Designed by N. G. Herrcshoff ;
built by Herreshoff Manufac-
turing Company. Spars, rig-
ging, sails, blocks and equip-
ment; outside lead ballast.
Price $450. For further par-
ticulars address F. S. Nock,
East Greenwich, R. L

19408

* * *

No. 19313 — For Sale — S5-ft. power yacht, formerly the
Zipalong. Built by Seabury for Com. E. W. Clark. A new
50-85-h.p. Sterling was installed 1918. Fully equipped in every

19313

be in-

detail. Has not been in the Government service. Can
spected at the Orienta Boat Yard, Mamaroneck, N. Y.

♦ ♦ ♦

No. 238 — For Sale — High-grade cruising power yacht, 62 ft.
over all, 12.9-ft. beam, 4-ft. draught. Exceptionally heavily built,
making her a fine seaboat. Owner's quarters aft provide one
double and one single stateroom and main saloon berthing seven
people if desired. Handsomely finished in mahogany. 50-h.p.
Sterling motor; speed 11 m.p.h. Elegant cruising inventory and
everything of the best. Has been present owners home for the
past four years and is economically maintained. Price attractive.
Address Simon Fisch, Yacht Broker, 31 East 27th Street, New
York. Telephone Madison Square 4008.

238

Digitized by

Google

6o

RUDDEP

!arch

19382

No. 19382— This boat is not for sale— Unfortunately no sat-
isfactory picture of the Express Cruiser Quirl is available. The
boat above pictured is built by the same maker, is similar in
type to the Quirl, but instead of a canopy top the Quirl has a
semi-enclosed steering house with glass, more port holes, a rail
around the forward deck, and in the eyes of the owner is a
much better looking craft than the above picture, which is used
to draw attention to this advertisement, and to give a general
idea of the Quirl.

The Quirl is for sale. Immediate delivery. Length 50 ft.,
beam 10 ft. Three cabins, galley, engine room. Sleeps eight
people. 200-h.p. Van Blerck engine, speed 22 m.p.h. Never used
except for trial trips. Manufacturers' covers still oh upholstery.
Now stored under cover with Geo. B. Lawley & Son Corporation,
Neponset, Boston, Mass., on a cradle, ready for shipment by rail
anywhere or able to go under own power. Address Paul Watkins,
Winona, Minn.

* * *

No. 261 — For Sale — Cruising power yacht, 58J4 ft. o. a., 12-
ft. beam, 4-f t. draught ; built 1913. Owner's quarters aft provide
double stateroom and main saloon. All modern conveniences.
80-h.p. Wisconsin engine, new 1916; speed 13 to 14 m.p.h. Built

No. 1997 — For Sale— Cruising power yacht, 81 by 12 by 4 ft.
Speed up to 15 miles; 6-cyL ioo-120-h.p. "20th Century" motor.

1997

Dining room, three staterooms, toilet room, etc. Cox & Stevens,
15 William Street, New York.

» ♦ ♦

No. 1929 1 — For Sale — Fast
and able single hander, 30 ft
II in. over all, 18 ft. water-line,
6 ft. I in. beam, 5 ft. 3 in.
draught. Splendidly built by
David Fenton in Manchester,
Mass. Uncapsizable, outside
lead ballast. One of the well-
known Class I, 18- ft. knock-
abouts, in which she is a suc-
cessful racer. Inspectable near
Boston. Very moderate price,
Hollis Burgess Yacht Agency,
15 Exchange Street, Boston,
Mass.

for present owner and always kept up. Condition good as new.
An opportunity is offered to obtain this craft at a bargain price
if taken immediately. Apply to Simon Fisch, Yacht Broker, 31
East 27th Street, New York City. Telephone Madison Square
4008.

* * *

No. 71 — For Sale — Modern 200-ft. seagoing steel steam yacht.
Lloyds' highest rating. Cox & Stevens, 15 William Street, New
York.

19291

No. 1938 1 — For Sale — Class
P sloop, Gardner design and
built by Wood, City Island. In
excellent shape and just the
craft for either cruising or rac-
ing. Two complete suits of
sails ; also a new Marconi mast.
Particulars from C. S. Spon-
agle. Yacht Broker, 88 Broad
Street, Boston, Mass.

71

19381

Digitized by

Google

March

RUDDEP

6i

No. 19290 — For Sale — Beauti-
ful keel sloop, length over all
40 ft. load water-line 28 ft.,
beam 9 ft. 6 in., draught 6 ft.
Built in best manner by Stearns
of Marblehead. Very fast and
able sailer. Good cabin, with
toilet and lavatory. 1-ead out-
side ballast, 9,000 lb of lead.
Since picture was taken cross-
cut sails and jib pole have been
supplied. A bargain. Apply to
Hollis Burgess Yacht Agency,
15 Exchange Street, Boston,
Mass.

19290

No. 2108 — For Sale — Attractive 40- ft. day cruiser, beam 5
ft. 6 in., draught 2 ft. 6 in., designed and built by Hcrreshoff
Manufacturing Company in 1913; equipped with 8-cyl. 5^ by

2108

6J4 Sterling motor, 175 h.p., speed 22 to 25 miles. Has forward
and after cockpits, with small cabin house amidship. Engine
located forward. Mahogany finish. Apply William Gardner &
Co., Yacht Brokers, i Broadway, New York.

♦ * *

No. 19299 — For Sale— Handsome glass cabin launch built by
Murray & Tregurtha, equipped with their motor of 16-25 h.p.,
giving 9 knots speed. Roomy cabin, mahogany finish, 6 ft. 4 in.

No. 293--For Sale — Express gasolene cruiser, 57 ft. over all,
7.9-ft. beam, 3-ft. draught. Built 1912 by N. Y. Yacht, Launch
& Engine Company for present owner. Materials and work-
manship of the best. Owner's cabin. Guests* cockpit enclosed,
making ideal compartment for day service. 75-h.p. "20th Cen-

293

tury" engine gives speed of 17 m.p.h. An ideal type for ferry
use. Whole outfit good as new. Offered at a bargain. Apply
to Simon Fisch, Yacht Broker, 31 East 27lh Street, New York
City. Telephone Madison Square 4008.

No. 1600 — For Sale — Five to
eight one-design knockabouts,
24 ft. over all, 15 ft. length
water-line, 65/2 ft. beam, 4 ft.
draught. Outside ballast. In
good condition. Price low for
immediate sale. Exceptional
opportunity. Apply John G.
Alden, 148 State Street, Bos-
ton, Mass.

1600

3|> * 4(

' No. 301 — For Sale — Express high-grade cruising motor boat,
36 ft. over all, 8-ft- beam, 3-ft. draught. Designed by Bowes &
Mower and built in the finest manner possible. Sleeps five in
owner's cabin. Cockpit has glass windshield (not shown in pic-

19299

headroom, toilet room,electric lighting. No better yacht of her
type. Price very reasonable. Inspectable in Boston. Apply to
Hollis Burgess Yacht Agency, 15 Exchange Street, Boston, Mass.

ture), with standing solid top, with side curtains and windows
and screens. 4S-h.p. Fay & Bowen engine, fitted with Bosch
self starter. Speed 16 miles per hour. Whole outfit in first-
class condition. Price low. Address Simon Fisch, Yacht Broker,
31 East 27th Street, New York. Telephone Madison Square 4008.

19384

No. 19384 — For Sale — One of
the famous Manchester Yacht
Club One-Design Class. 26.4
ft. over all, 17 ft. water-line,
6.4 ft. beam and 4.3 ft. draught.
Designed by Crowninshield and
built by Rice Brothers at East
Boothbay, Maine, in 1908.
Built under Universal Rule re-
strictions, with sharp bow,
making her an ideal boat in a
heavy sea. 1,500 tb of outside
lead. Apply to Hollis Burgess
Yacht .Agency, 15 Exchange
Street, Boston, Mass.

No. 19383 — For Sale — Auxil-
iary yawl, 32 ft. by 26 ft. by 10
ft. by 3 ft. 6 in. Built 1901,
rebuilt and power installed
19 1 5. Two-cylinder two-cycle
Lathrop engine in A-i condi-
tion. Equipment complete, in-
cluding Speedway alcohol
range. All equipment in good
condition. Price $1,200. For
particulars address F. S. Nock,
East Greenwich, R. I.

19383

Digitized by

Google

6a

PUDDER

March

1426

ings, cushions, compass, anchors and complete equipment. Near
Boston. Apply to John G. Alden, 148 State Street, Boston, Mass.
* * *
No. 1426 — For Sale — 23-ft. open launch, beam 6 ft., draught
2 ft. 6 in. Very attractive model. Built by Murray & Tregurtha.
6-h.p. two-cylinder Murray & Tregurtha engine in good condi-
tion. Able, dependable boat for trips where choppy water may
be encountered. Price very reasonable. May be inspected near
Boston on application to John G. Alden, 148 State Street, Boston,
Mass.

19345

No. 19345 — For Sale — Very desirable keel cruising sloop, de-
signed by Edward Burgess and built by Lawley. 56 ft. over all,
46 ft. water-line, 14 ft. 2 in. beam, 7 ft. draught. Strongly built
and in very best of condition. Very ample accommodations, in-
cluding large double and one single stateroom. The equipment
is complete and like the yacht itself has always been well kept
up. The sails are as good as new, made by Ratsey in 1917. Laid
up 4iear Boston. Price reasonable. For further particulars
apply to Mollis Burgess Yacht Agency, 15 Exchange Street,
Boston, Mass.

No. 371 1 — For Sale at Low
Figure — Centerboard cruising
sloop, 50x33.6x14.6x3.7 ft.
draught. Sails in good condi-
tion. Accommodations include
double stateroom, saloon, large
galley, etc. Full equipment.
Very able and comfortable.
Cox & Stevens, 15 William
Street, New York.

No. 19379— For Sale— Auxil-
iary catboat, 28 ft. over all, 26
ft. water-line, 12 ft. beam and
4 ft. draught. Crosby built and
designed. Equipped with a two-
cylinder two-cycle Lathrop. All
in the very best of condition.
C. S. Sponagle, Yacht Broker,
88 Broad Street, Boston, Mass.
Telephone Main 5778.

19379

* * *

No. 442 — For Sale — Attractive open runabout, 30 ft. by 6 ft.
4 in. by 2 ft. 3 in. Very well constructed by day labor; cedar
planked, copper fastened. 15-h.p. four-cylinder Buffalo engine
forward. Cockpit seating twelve aft. Tender, spray hood, awn-

3711

No. 19375— For Sale— 42 ft. by 10 ft. by 2 ft. 8 in. modified
V-bottom flush-deck double-cabin cruiser, mahogany finished.
Sleeps eight. Large, roomy front cabin contains stateroom, din-
ing saloon (all lower box-spring berths), lavatory, three full-
length wardrobes and complete galley. Rear cabin sleeps three
and has toilet. 65-gallon fresh-water tank; gasolene tanks, 200
gallons. Engine eight-cylinder, 4^x6, designed by and made
specially for owner; electric starter. Ideal, safe family cruiser.
Solidly constructed, copper riveted, salt water fittings. Built by
Racine Boat Company; launched Fall of 1917; now in Milwau-
kee. Owner, Ole Evinrude, 413 Kenwood Blvd., Milwaukee, Wis.

r

442

19375

Digitized by

Google

March

RUDDER

63

2500

No. 2500 — For Sale — Twin-screw cruiser, patrol type, 62.4X
11.3x3.6 ft., built by Herreshoff Manufacturing Company in 1917,
Two eight-cylinder Sterling motors, 5J^x6H, about 200 h.p. each ;
speed 22-25 miles. Two cabins, toilet, galley, engine room and
crew's quarters. For further particulars apply William Gardner
& Co., I Broadway, New York.

4( ♦ *

No. 1225 — For Sale — Twin-screw cruising power yacht; 138
ft. by 15.9 ft. by 7.8 ft. Speed up to 18 miles; two 300-h.p.
Speedway motors. Two saloons, three double staterooms, bath

1225

and two toilets, etc. Price low. Cox & Stevens, 15 William
Street, New York.

* ♦ 4(

No. 19421 — For Sale — Maine-built keel yawl. Dimensions
40x25xia6x6 ft. Excellent condition throughout, fully found,
large inventory. Fine mahogany deck and interior trim. Ac-
commodates four comfortably; pipe berth forward. Full head-
room, toilet, washstand, galley. An ideal cruiser, good to wind-
ward, fast and weatherly. Has always received excellent care,
completely overhauled 1919, new rigging 1919, sails like new,
ground tackle, sail covers, awning, galley fittings, cushions; all

I - ^-

193 1 5

first class. Electric lighted. Inspectable New Bedford, Mass.
Sold only because owner cannot use this season. A very ex-
ceptional boat. Apply to E. G. T., Room, 725, 36 Pearl Street,
Hartford, Conn.

4( 4( 4(

No. 193 1 5— For Sale— Yacht Nunnin, length 39 ft. by 9 ft.
by 3 ft. 9 in. Oak timbers, cedar planking, copper fastened; in-
side finished mahogany and butternut. Equipped with 32-37 h.p.
four-cylinder Standard motor, 6 by 8; speed 12 miles. Electric
lights, toilet, etc. Completely equipped running lights, anchors,
rhoder awning, brinnade, etc Will be sold at a bargain. C. W.
Clifford Jr., Bath, Maine.

* * *

No. 1945)7 — For Sale — Sloop-
yacht Sari, 44 ft. 6 in. by 30 ft.
by 10 ft. 6 in. by 6 ft. Designed
by Arthur Binney and built by
Thatcher 1892. Has complete
equipemnt and is inspectable at
Nock's Yard. Price $85aoo.
For full particulars address ■
F. S. Nock, East Greenwich, f
R. I. I

19407

* ♦ *

No. 19422— For Sale— Romany Girl H. Built by F. F. Pen-
dleton, Wiscasset, Maine. 42 ft. by 9 ft. 4 in. Sterling sJ^-in.
by 6-in. Model B engine. Completely fitted. Stateroom forward.
Stateroom and main cabin have access to toilet. Engine room
and galley fitted with refrigerator, sink and stoves, china closet,
work benech and lockers. Shaft and wheel bronze. Excellent
sea boat, well built; no expense spared in building and fittings.
Is at Southport, Maine, near landing of steamer from Wiscasset.
Price $3,200. Address H. F. Wilson, Ballard Vale, Mass.

19421

19422

Digitized by

Google

64

THEflO»

RUDDEP

March

293

No. 293 — For Sale — Roomy power cruiser, 76x12x4 ft. ; speed
13-14 miles; 75-h.p. Standard motor. Galley and crew's quar-
ters forward under raised deck. Engine room amidships, con-
taining two berths, washbasin, lockers, etc. Large toilet room
between engine room and main saloon; latter has four Pullman
berths, wardrobe, sideboard and table. Spacious after deck 18
ft. long. Awning full length from bridge aft. Power tender
and dinghy. Is fully found and in A-i condition. Price very
attractive. Sailing yacht will be considered in trade. Cox &
Stevens, 15 William Street, New York.

* ♦ ♦

No. 19419 — For Sale — Auxiliary centerboard yawl, 43 ft. 6 in.
over all, 33 ft. water-line, 11 ft. 6 in. beam, 3 ft. 9 in. draught.
Designed by G. H. Duggan; built by St. Lawrence Yacht Com-
pany, 1914. Power, 3Q-45-h.p. Sterling engine; speed 9 miles.
Electric light, large ice-box, toilet. Has been little used, owner
having been overseas. Took three cups on Lake Champlain
1916. Is in good condition. Inspectable Dorval. Price $3,000.
Apply Postoffice Box 2250, Montreal, Can.

♦ ♦ *

No. 19447 — For Sale — A practically new cruiser built by the
Consolidated Shipbuilding Corporation, priced at less than one-
half of today's contruction cost. Length over all 67 ft., length
water-line 63 ft., breadth 13 ft. 6 in., draught 4 ft. Equipped
with a six-cylinder 150-h.p. Speedway engine; speed 12 to 14

miles. G. E. independent lighting plant. Accommodations:
three single and one double staterooms, double berth in saloon,
dining saloon in deck house, four berths in forecastle. Control

19447

in semi-glass enclosed bridge deck, with standing top. Two
boats. Owner would consider a small cruiser in part payment.
Apply to your broker or can be inspected at the yards of F. S.
Nock, East Greenwich, R. L

♦ ♦ *

No. 19417 — For Sale — Very desirable and well-built motor
boat. Length 20 ft. 6 in., beam 6 ft. 4 in., draught 2 ft. 4 in.
Built in 1916. Lathrop engine, one-cylinder, two-cycle, jump-
spark. Sped 8 m.p.h. A very roomy, heavily constructed and
seaworthy launch, which can be depended on in all conditions.
Stored near Boston, where she can be easily inspected. Further
particulars of Hollis Burgess Yacht Agency, 15 Exchange Street,
Boston, Mass.

19419

19417

Digitized by

Google

March

RUDDER

65

371

No. 371 — For Sale — The only available high-grade auxiliary
yawl of this size. 76 ft. over all, 56 ft. water-line, 145^ ft. beam,
9 ft. draught, 25 tons outside lead ballast. Designed and built
by Herreshoff. Wood construction. 25-h.p. four-cylinder
Standard engine forward of owner's quarters. Sails practically
new. Comfortable accommodations, including large double
stateroom, main saloon and passageway berth. At slight expense
can be altered, giving additional single stateroom. Completely
equipped, including launch and dinghy. In Fall 1919 boat thor-
oughly overhauled and placed in perfect order. Pronounced good
for twenty years to come by Herreshoff. Apply John G. Alden.
148 State Street, Boston, Mass.

19415

Speed 15 m.p.h. Exceptional opportunity to purchase a very
able semi-speed launch. Apply John G. Alden, 148 State Street,
Boston, Mass.

No. 907 — For Sale — Auxiliary yawl, 49 ft. over all, 35 ft.
load water-line, 13 V2 ft. beam, 7^ ft. draught, 15,000 lb outside
lead. Sails practically new. Roomy main cabin, sleeping four;
comfortable stateroom with double berth, toilet, large galley,
forecastle with two berths. 24-h.p. Gray motor, Thompson
feathering propeller ; speed 7 knots. Motor entirely out of !sight
in tight compartment. Electric lights; tender on davits; easily
maintained one paid hand; has had excellent care. Completely
equipped. Apply John G. Alden, 148 State Street, Boston, Mass.

No. 1602— For Sale— High-grade mahogany planked run-
about, 35 ft. over all, yVi-ii. beam, four-cylinder heavy-duty

Blount & Lovell engine,
plete equipment for day

1602

Has two cockpits; spray hood. Com-
use. Is heavily and strongly built.

No. 19415 — For Sale — Hand V-bottom raised deck cruiser,
25 ft. 4 in. by 8 ft. by 2 ft. 4 in. White cedar planking, oak
keel and timbers, yellow pine stringers full length, all brass
screw fastened. Speedway four-cylinder four-cycle four-inch
boj^e by four and one-half inch stroke. Rated at 23 h.p. Bosch
dual system. This outfit is practically new. Culhane, 880 East
147th Street, Bronx, New York.

No. 19385 — For Sale — Cabin sloop, 33 ft. by 25 ft. water-line,
9 ft. 10 in. breadth, 3 ft. 6 in. draught. Fully found, with a
complete cruising equipment. All in A-i condition. New suit
of sails, never been used. Hauled out at New York City. For
further particulars address E. F. Bennett, 801 Boardwalk,
Atlantic City, N. J.

907

19.385

Digitized by

Google

66

THEflA»

PUDDER

March

1266

No. 1266 — For Sale — Cruising knockabout, 41^2 ft. over all,
26 ft. load water-line, 10 ft. beam, 6 ft. 3 in. draught, 6,500 tb
outside lead ballast, double planked. E>esigned by Crowninshield ;
built by Lawley regardless of expense. Roomy cabin finished in
paneled mahogany; 6 ft. headroom. Galley with coal stove,
toilet room, two berths in forecastle, large cockpit. In excep-
tional condition in every way, including brand new mast. Is
sound and absolutely tight. For sale with or without power
tender. John G. Alden, 148 State Street, Boston, Mass.
* * ♦

No. 555— For Sale— Keel sloop, 30 ft. over all, 22 ft. water-
line, 8 ft. beam and 4 ft. draught. Designed by John Alden and
built by William Haff in 1919. Two comfortable berths in cabin,
toilet room, galley and ample storage space forward, watertight

555

cockpit. A very good seaboat that can be easily handled by one
man. Inventory is very complete and in perfect condition. For
further information apply to the G. W. Ford Yacht Agency, 30
East 42d Street, New York City.

* 4( *

No. 117 — For Sale — Keel flush-deck auxiliary seagoing
ketch, 44 ft. over all, 375^ ft. water-line, 12 ft. beam, 5^ ft.
draught. Built by Lawley, 1917, of the finest materials; teak
deck; trim. Owner's double stateroom; main saloon berths four.

636

25-h.p. Sterling motor; speed 6 miles. An unusually fine and
able seaboat, completely furnished and just as good as new, but
offered at less than cost of duplication today. Further details
from Simon Fisch, Yacht Broker, 31 East 27th Street, New
York. Telephone Madison Square 4008.

No. 636— For Sale — Highly desirable express cruiser, de-
signed and built by Lawley, 1918; 60 ft. over all, 12 ft. beam, 3
ft. draught. Two eight-cylinder 200-h.p. each Van Blerck en-
gines; cruising speed 22 miles, maximum 27 miles. In perfect
order throughout. Most exceptional accommodations, consisting
of two staterooms, each with two double berths; two transom
berths in main saloon forward of bridge, bath, three toilets.
Roomy galley, ample crew's quarters, hot and cold water, sep-
arate lighting engine. Is for sale at three-quarters of cost.
Apply John G. Alden, 148 State Street, Boston, Mass.

No. 19416 — For Sale — Cabin cruiser, 35 ft. by 9 ft. 4 in. by
3 ft. Strongly built by Britt Bros., Lynn, Mass., 1915. Sterling
motor, 24 h.p. four-cylinder, four-cycle; speed 10 m.p.h. 12- ft.

19416

cabin, 6- ft. headroom, mahogany finish. Everything in perfect
condition. Apply to Hollis Burgess Yacht Agency, 15 Exchange
Street, Boston, Mass.

* * 4(

No. 343 — For Sale — Elco cruisette, good as new, inspectablc
near New York. Dimensions, 32 ft. by 8 ft. 6 in. by 2 ft. 3 in.;
i8-h.p. engine; speed 9-10 miles. Frank Bowne Jones, Yacht
Agent, 29 Broadway, New York.

117

^\^

Digitized by

Google

Selecting an Engine

POSSIBLY 75% of the buyers of their first engines
are not entirely satisfied and so far as we can learn
most of the dissatisfaction is due to the fact that either
the buyer did not fully explain his wants to the salesman,
or explained them inaccurately..

What are the things that should be considered by the
buyer of an engine?

First, we think, it is absolutely necessary that the in-
tending buyer should have a definite idea of the type and
size of engine he needs. Next he should determine the
maximum price he can afford to pay and the makes of
engines that are available. Having determined these
things he should begin to investigate the merits of the
makes of engines he thinks might suit ; and to each maker,
or salesman, he should endeavor to convey an accurate
idea of what he desires the engine to do, such as the
size and type of hull engine will be installed in and the
kind of work the boat will* be used for.

Another point is not to overestimate your knowledge
of engines. Let the salesman have an opportunity to
consider your problem in his own way and determine
what is best. Don't endeavor to fool the salesman or
mislead him.

It is, we think, unwise for a buyer to be entirely
guided by the advice of friends. Listen to advice, weigh
it carefully, and then investigate for yourself.

Another error is to handicap an engine by buying the
least possible amount of necessary equipment witJi it and
saying that you will get the other needed equipment piece
by piece as you can afford it. Such a proceeding is a
short-sighted one that frequently leads to petty break-
downs and extra expense. Don't make the mistake of
thinking price. Price should be a secondary considera-
tion. It is better to spend your maximum on a high-
grade engine of low power than to get maximum power
and lowest grade.

What are the things that make one engine more de-
sirable than another? We think that design comes first.

Design is the soul of the engine and unless an engine
has been designed or evolved by men who really know
the requirements of the particular kind and type of
engine it is not possible for the engine to be a success.
So make a few inquiries about the designer and builder,
and their experience.

Next comes the material put into the engine. If last-
ing qualities are desired the materials used must be cor-
rect for the services they must perform. The iron and
other castings must be proper mixtures, the steel forg-
ings of proper strength, and bearing metals able to with-
stand the wear and tear of service under the most ad-
verse conditions. One cannot get good lasting service
from poor materials, no matter how nicely the machining
and finishing is done. Ask the salesman a few questions
about the quality of materials used.

Next comes workmanship; and workmanship counts
for a great deal in a gas engine used for marine service.
A good lasting engine cannot be built with poor tools, or
in a poorly-equipped machine shop, nor can it be built

by poor mechanics. And above all the construction, as-
sembling and testing must be done under proper super-
vision. Ask about these things.

Next comes equipment. The part of an engine that
is designed and manufactured by engine builders is
really about one-half of the required outfit and it is just
as important that the engine be properly equipped with
suitable purchased equipment as it is that it be properly
designed and built.

For instance, the carbureter, the ignition device, the
reverse gear, the propeller, the oiling device, and grease
cups are seldom made by engine builders, because they
can be manufactured more cheaply and accurately by
experts who devote their whole time to producing these
articles.

A good engine requires good accessories. High-grade
accessories cost money and it is here that many engine
builders try and save. Our advice is not to buy an
engine that has a poor or incomplete equipment.

Naturally you will ask what constitutes a good and
complete equipment.

First comes the carbureter. See that it is high grade
and of approved design. Don't accept an unknown or
untried make unless you are willing to take a chance at
having to replace it at your own expense. Make sure
that the engine maker has actually tried out the car-
bureter with his engine and get him to guarantee its
efficiency.

Next, the oiling device. Have the salesman clearly
explain the oiling feature of the engine and make him
give the name of the maker of the oiling devices used. If
he is not willing to do this you can be sure that the make
is a low-grade one and likely to give trouble. Remember
that oiling a gas engine cannot be done in a haphazard
manner or left to the carbureter or gasolene tank. Oiling
must be done thoroughly and properly and the oiling de-
vice must function under the most adverse conditions.
The ignition device is another part of the equipment that
should be thoroughly examined. It is folly to expect
good results from an engine that has either an incom-
plete ignition outfit or one of poor quality. Assuming
that the engine has a jump-spark outfit, the coil and
circuit breaker should be of reliable make and the source
of current reliable and sufficiently durable to prevent
breakdowns during the seasons service. It is most desir-
able and will be found least costly in the long run to have
two independent sources of current, such as batteries and
magneto.

And last, but not least, is the kind and quality of tools
and the propelling equipment supplied with engine. A
good engine will usually have a good and fairly complete
set of tools and an adequate amount of shafting, wiring,
etc., as well as a proper propeller, stuffing box, bearing
and other needed parts.

A maker who skimps on these is not the one to do
business with, because he shows by his skimping that he
is perfectly willing to endanger the success of his engine
for the sake of a few dollars' worth of equipment.

Digitized by

Google

68

RUDDEP

March

THE*^

J^UDDEP

[Title Regiitered U. t. Pat. Ofice]

Published on the Twenty-Fourth of the Month

BY

The Rudder Publishing Company

9 Murray Street, New York, U. S. A.

Opposite City Hall Park

Telephone Barclay 6165

Arthur P. Aldridge, President; Andrew Paterson. Vice-President and Business
Manager; James R. Thomson. Treasurer; Arthur deZ. Patton. Secretary

Enttrtd at Nmt York Pott Offict as Second- CUus Mattor

One Year -
Six Months
Single Copy

SUBSCRIPTION RATES

$2.00

i.oo

.25

Tus Rudder can be procured or aubtcribed for at following Foretgn Afencks:
THE XKTEaNATIONAIi MEWS 00^ 5 BrMmi Building, duaotry Zi«B%

London, E. O.
BBENTAVO'8, 86 At« dt l'Op«ra, Purli, Franca
OOXOON h OOTOH, 8Fdn«7. AnMrall*
Or at any BookataU

The America's Cup

The New York Y. C. and the Royal Ulster Y. C.
have agreed on the conditions that are to govern the next
series of races for the America's Cup, and the corre-
spondence between these two clubs, which is given in
another section of this issue of The Rudder, make ver}'
interesting reading. This challenge is really a revival
of that sent for a race in 1914, and it was expected as it
had been agreed that the Shamrock IV would be the
challenger and either the Resolute or the Vanitie be the
defender, and that there should be no changes in the
terms as arranged for that series of races. The chal-
lengers, however, thought differently.

First they set the time for the races in June, which
was too early for yachting in these waters. The original
dates were in September. The challenger has the right
to set the dates for the races after giving proper notice,
but in changing the dates from September to June the
Royal Ulster Y. C. practically sent a new challenge.

The New York Y. C, in calling attention to this,
explained very clearly that June was too early to race
in these waters and suggested a later date, and that the
races be sailed off Newport. It very clearly gave its
reasons for this change. The challengers asked that no
change be made in the course and agreed to July 15 as
the day for the first race of the series. The New York.
Y. C. has agreed to race again off Sandy Hook, although
the Deed of Gift allows the defenders to name the course.

Perhaps the owner of Shamrock IV is still thinking
that crowds will go outside the Hook to witness the
races, as in the past, and that he will be serenaded again
with bands playing "The Wearing of the Green" and
other Irish airs.

Newport was the proper course for the races. The
very best races that have been sailed for many years
have been off Newport. The course is free from cur-
rents and is well out in the sea. Racing yachts are not
bothered by long tows of barges or by the many mer-
chant vessels that are constantly entering New York

Harbor. The course can be easily and quickly reached,
now that there will be difficulty in finding excursion
steamers that will go outside to follow the racers.

It is understood that the New York Y. C. had
planned to have some fine sport off Newport and that
races for the Astor Cups, the King's Cups and other
trophies would have been sandwiched in between the
races for the America's Cup. Now all this has been
given up and the whole yachting season spoiled.

The Shamrock IV has invaded the defender's trial
grounds and other plans had to be made for trying out
the two defenders. These two yachts will be commis-
sioned as early as possible. Resolute will be practically
in the same trim as she was in 1914 and 1915. She will
have a new wooden mast now being built at Herroshoff's,
which will be tried. The Vanitie will have a new sail
plan which will give her a more lofty and narrower rig.
She will be handled by George Nichols, Sherman Hoyt
and Starling Burgess. It is unlikely that any clubs other
than the New York Y. C. will manage races for these
two yachts. As soon as they are ready they will sail for
a time off Newport. Then they will come further west,
making their headquarters somewhere in the vicinity of
New Haven. When in proper trim they will sail the
trial races, which will in all prc^bability be outside Sandy
Hook.

In the meantime the two Shamrocks, the 75-metre
boat is to come here to be used as a trial boat, and will be
tuned up at the western end of the Sound.

The British International Trophy

President A. L. Judson expects that there will be
six or eight high-speed boats in the eliminating trials
which are to be held to select a team of three boats to be
sent to England to try to win back the British Interna-
tional Trophy, which was won by the Maple Leaf in
1912.

According; to reports about these boats, some of which
are being built, while others are already tried, those in-
terested are relying on the small hydroplane similar in
size to the Miss Detroits. These boats have in the past
shown that they are very fast and perfectly reliable over
courses in smooth water. They have won races over
larger craft on courses that have many sharp turns and
because of their handiness have been able to negotiate
these turns very easily, while the larger craft have had
to slow down.

It should be remembered that the conditions on the
Solent, where the* international races are to be held, are
very different from the conditions found at Detroit.
What the British would call smooth water would be con-
sidered very rough at Detroit. Then, too, the course
will in all probability be ten miles in length, so that the
long, powerful craft will be able to easily negotiate the
turns.

It might be well in selecting the three representatives
to have one boat at least that will be able to race in such
weather as they have on the other side of the Atlantic
and have that boat equipped with an out-and-out marine
engine that has been tried thoroughly in racing boats,
and not depend entirely on the new light engines that at
present seem to be so strongly favored.

Digitized by

Google

March

RUDDER

69

The America's Cup Race Conditions

(Oontinned from Page 84)

3. In spite of recent changes in your Navigation Laws, we
believe the public can attend races more conveniently and in
much larger numbers off Sandy Hook than elsewhere, and we
feel as the public in America take such a keen interest in this
international event, their convenience should be studied as far
as it reasonably can be.

With regard to the passage of long tows, we hope it would
be possible for you to arrange for patrolling of the course in
the very efficient manner you have adopted in all previous races
under dhallenges from this Club.

We "also -fully appreciate your having conferred with us on
the question of rig, and although it was not contemplated to
fit Shamrock IV with what is known as the "Marconi Rig,y with
one sail abaft the mast, we recognize your right to adopt it. Sir
Thomas Lipton would, however, in that case, be obliged to test
a similar rig.

We therefore accept your offer of a mutual agreement on
this question and beg to inform you that Shamrock IV will race
under cutter rig, with gaff mainsail.

We wish to add that in large yachts we do not consider the
whole of the area abaft the mast being in one sail a desirable rig.

We do, however, consider the original development of this
idea as applied to the club topsail a very distinct improvement
in the large yachts, because with no long upper yard the topsail
can be set more easily and quickly, there is less top-weight, and
the sail sets better.

Sir Thomas Lipton would, therefore, prefer to Sldopt this
form of club topsail as the most efficient rig where the area
abaft the mast is divided into two sails, and we submit that in
the races for the America's Cup all desirable developments im-
proving speed and handiness of rig should be permissible.

This form of topsail can, however, only be adopted by
mutual agreement on account of the method of measurmg "F*
in the sail area measurement of the racing rules of your Club.

Therefore, if you agree to this form of topsail being used in
these races it would apparently be necessary to agree to measure
"P" from the upper side of the boom when touching the upper
part of the goose neck to the lower edge of a black band on
mast or topmast above which the throat cringle of the working
topsail or jibheader shall not be hoisted.

The club topsail halliard could then be carried on a sheave
at the top of an upper pole or extension of the topmast above
the working topsail halliard sheave, and the measurement of the
club topsail would then remain as oh page 195 of your rules.

I trust that the above suggestions will meet with your ap-
proval, and have the honor to be. on behalf of the Sub-Committee,
Yours faithfully,
H. L. Garrett, Hon. Secretary,

America's Cup Sub- Committee,

Royal Ulster Yacht Club.

NEW YORK YACHT CLUB
Secretary

January 30, 1920.
To H. L. Garrett, Esq.,

Hon. Secretary, America's Cup Committee,
Royal Ulster Yacht Club.
Dear Sir:

I beg to acknowledge the receipt of your letter of December
i6th, 1 919, which I have submitted to the New York Yacht Club
America's Cup Committee, who have instructed me to make this
reply:

First, as to the dates for the races: "We observe that you
say in your letter "with regard to courses, we had understood
that the agreement of 1914 would be observed as far as possible,"
and yet that in the challenge you have widely departed from the
dates fixed by that agreement. It is not quite clear to us why
you felt that this agreement should be observed as to courses
but not as to dates, particularly as, under the deed of gift, it is
the challenging club that fixes dates, but the challenged club that
fixes courses, in the absence of agreement.

However, we accept your decision that Thursday, July isth,
be the date for the first race.

Second, as to courses : We have considered the three grounds
you give for preferring the Sandy Hook courses.

As to the first, which is that they "approach neutral waters
as far as possible," we do not quite understand what is meant
by this. If by "neutral waters" you mean that these courses are
fairer for both contestants as requiring less special knowledge
of local conditions, tides, winds, etc., we entirely disagree with

A Bufialo Once More
Wins Refialnlity Test

JOSEPHINE, owned by Carl
J Reischel, Elrie, Pa,, and chartered
by Em H. Scott, won first place in
the 1 1 2-mile reliability cruise of the
Cleveland Yacht Club, thereby also
winning the famous Scripps Cup. .

Josephine is powered with a 40-60
h.p. Buffalo Elngine.

The Scripps Cup was otfered
several years ago as th<e prize for a
reliability contest.

In every one of these contests up
to the present time a Buffalo Engine
has won first honors.

Which only goes to show that
Buffalos really do excel in reliability.

The Buffalo Book tells all about
the Buffalo line. Shall we send it ?

The Buffalo Gasolene Motor Co.

1311-23 Niagara St., Buffalo, N.Y.

Var god aberopa THE RUDDER nar annonsor^ma tiUtkiifvas

Digitized by

Google

70

RUDDEP

March

Whii'VburSafettfAdds
Cost to the Vi^sconsin

ONLY a power craJt with a dependable engine C"ii
be Siife— and ihe Wbconim U dcpendabilit}^ to
ibe last ounce of metd.
This dependability means added initial cos! — ^ fit ting, ad-
justing, running- in, testing aad rigid inspecting — high-
priced worbnambip. But in the end you get a master
motor, capable of meeting any emergency with surplus
power — a motor whose very dependability gives it a
low ultimate cost. Write for specifications,

WiicoMiii Motor Mfg, Co,, SUtimAp Dcpt. 303, MUwtukM, Wii.

DISTRIBUTORS:

New York Brunch: T. M. Fen net, Zl Park Row, .
Factorr Repreaeniatlve.
Callfomlii Distribmors Eart p. Coopffr Co.. Loa ADitel«s, Cat
NorthwMt Dittributor: Chandler-Dunliiu Co,

Stattlc, ^Vaah.

BRKNNAN STANDARD MOTORS

M«dluni and HMvy Duty, 16 to 100- H . P.

When you buy a Brennan Motor yon get a complete outfit ready
to run. The unusual size of the bearings, large valves and long stroke
insure power and continuous service under all conditions. Very eco-
. nominal in fuel consumption.

Our New Model B Unit Power Plant is one of the finest engines

ever produced. No expense has been spared in developing it to the

> smallest Qetail and we honestly believe its equal does not exist. Let us

send you further details.

BRgNWAN MOTOR MANUrACTURlWG COMPANY. SVRACUSg, N, Y,

MEDIUM HEAVY-DUTY TYPE

•-III. amoKg

99 H,P, 44-111. aORg

K«ffos«B«, Distlilat« M* GmoUb* FmI
fr'Hi4 Us r»mr JUfuir^mtnts

THE QRAY ft PUOt NACBiNE CO.. Car. Wlater aa4 SgOlsy Sta., Bartfsrt. Cmii.

to i» 7a H.»>.

The Motor
that crossed
the Atlantic/'

SCRIPPS MOTOR CO.

•32 Uaeoln Ava., Datroit, U. S. A.

Tha

Harthan Propeller

HAS NO SUPERIOR for both
speed and cruiser work

SXND FOB PABTICULAaS

McTafftoad roundry A Machine Co.,

■ Trenton. N. J.. U. S. A.

you. In our opinion the courses off Newport, with the starting
point fixed sufficiently far to the southward and eastward of
Brenton's Reef Lightship, are much more free from peculiarities
of local conditions than those off Sandy Hook, and are therefore
much more fair to the challenger, who is not presumed to have
special knowledge of local conditions, and this point is abundantly
confirmed by our experience in racing in that locality.

The second reason you give is that off Sandy Hook is the
historic course for America's Cup races. This is undoubtedly
true, but it is equally true that courses off New York were for
a great many years the historic courses for our own races, but
as time passed changing conditions led us to substitute the
Newpoort courses, and we were induced to make this change for
the very reasons for which we suggested a like change to you.

The third reason, relating to the attendance of the public,
we believe we discussed sufficiently in our former letter.

However, as our suggestion of a change of coursofB was made
in the belief that it was for our mutual advantage, and if ac-
cepted would result in a better and fairer test of the contending
yachts, and you do not agree with our views on the subject, and
we prefer to avoid differences of opinion so far as possible, we
have decided that upon this point, also, we will accept your de-
cision, and that the races shall take place off Sandy Hook.

Third, as to the "Marconi" rig. In our letter of October ao,
1919, we discussed the question of the so-called "Marconi," or
leg-o'-mutton rig, and informed you that we would leave it to
you to determine whether this rig should be adopted, but that if
you determined this in the affirmative, then both vessels should
be held to it throughout the races.

You now inform us that you will not adopt the "Marconi"
rig, and we therefore accept your decision as applying to both
vessels.

Of course, you understand, as your letter clearly shows, that
by the "Marconi" rig, to which we referred and which our letter
discussed, we meant that type of rig under which, as you express
it, "the whole of the area abaft the mast is in one sail."

Our letter did not refer to the type of topsail to be carried if
a ^aff mainsail was adopted, and upon this point we are of
opinion that either vessel, so long as she carries a gaff mainsail,
is at liberty to adopt whatever form of gaff topsail she pleases,
but we must decline to change our rule of measurement of sail
area to accommodate any particular form of club topsail.

Having, as we understand, now reached an agreement upon
the various points which we have discussed, I beg herewith to
enclose conditions of the match for the America's Cup, which
are the same as those which were agreed upon for the proposed
races in 1914, with the exception of the points which we have
discussed with you in our present correspondence, and the con-
clusions reached upon these points are embodied therein.

We are sending these conditions to you in duplicate and
have caused them to be signed on behalf of the New York Yacht
Club. I trust that you will find that these conditions correctly
set forth the agreement which we have reached, and that you will
return a copy signed on behalf of your Club.
Faithfully yours,

G. A. CORMACK,

Secretary America's Cup Committee.
Wire Rigging and Rope Work

(Oontinued from Page 86;

You will note from the following tables of steel rig-
ging that the breaking strain of 7 wires is less than 19,
and 12 wires still less.

The 19 wire is more flexible and makes stronger and
neater-looking rigging.

For a working strain of steel rigging take for example
a 3-inch circumference wire rigging. The breaking strain
is as follows:

Standing Rigging Plough Steel, 19 wires, 43 tons.

Standing Rigging Plough Steel, 7 wires, 42 tons.

Standing Rigging Cast Steel, 7 or 19 wires, 30 tons.

Running Rigging Cast Steel, 12 wires, 20 tons.

Example — For a 25 or 30-foot l.w.l. boat. Shrouds
of plough steel, 19 wires, 1% circumference. Breaking
strain 6.2 tons.

If the same strain was required of cast steel wire rig-
ging it would take i}i circumference to break at 6 tons.

(Oontinned on Page 72)

Plasse mendon THE RUDDER when writing to advcrtlij^fgj^j^^^ by GOOQIC

March

RUDDEP

SMiDS

Marine Plumbing Fixtures

KT ton BOAT KUT aOW FOI THE MUTEST SEISOI M IISTOn

"Carl tun'*
BTmmu Outlet
Connection |

iron pipe,

^4" «1'W

1 " ., 1^1^

IH" S.T5

Plnte F-104!K (Patented)
**HiLroa" Pump Closet,

Vitro-Adamant oval bopper
bowl. S" combined supply
and waste pump; automatic
safety handle: grip supply;
back water check valve;
pump white with N.P. trim-
mSng^a; mahog^atiy wood-
work 9i6a.oo

Plate F-KHJ5 (Patented)
^iDwH'f Pump C1o«et, Vitro-
Adamant flushing rim oval
hopper bowl, 4" supply and
waste pump with remov-
able handle

Pump rou^h, nickel trlm-
mingjs, oak seat and

cover V1I4K0O

Metal parts painted white
with nickel trim ,«lSOi.oa

riaie F-lMO (Patented)

"Florida** Pump Ctoaet,

Vitro- Adamant pedestal
bowI» 4* supply and waste
pump.

Price, pump white and
nickel, mahogany wood-
work $130.00

i-lnte F-l(k3S (Patented)
■^Bfntlonnl*' Piiiii0 Cloact,

Vltro-Adamant pedestal

bowl, 5*^ aupply and waste

pump.

Price, pump white and
nickel, mahogany wood-
work ,.. 9182^0

Plate F-088
^'Aleopn** Folding Kjavatorr, Jilnc reservoir and waste receiver^ vltro-ada-
mant basin, china soap holders^ seK-closlng aupply faucet.

Polished quartered oak , . - . , .9T7*&0 ^ahog:ajiy . ,_..... .9S3JHI

Plate P-«8i»
The *' Adapt" all metal lavatory combination, copper folding lavatory, white
enameled outside and N, p. Inside; dtted with N. F. puah button self-closing
faucet, N. P. brass tooth brush holder, vltro-adamant soap dieh, N. P. towel
rack, white enameled copper reservoir with lieveled plate glass mirror,
copper waste rccei'V'^fsrr enameled outside.

Plate F-688

SMidn' Pamp
Cloacta can be
oaed above or be-
low tbe water line.

Plate F-I01T
Alll}ra«BBlilk-
liead Qsller

Pamp, I 'A" eyi-
Indf^r, reversi-
ble handle with
shut-off cock.
Polished fllJEO
N. P. all

over , . 13.00

Plate F-1S3U
Baain Pump

with low down
spout, IJ^" cyl-
inder. For use
in cock hole of
lavatory.
Pol. Brs. 910.25
N. P 11.T5

Plate F-1S86

Piatt' F^iOlO
11 mail Galley
El n I k b e a d
Fnmpp mounted
on iron frame,
polished faucet,
handle reversi-
ble.
2" ..... .910,00

zji" a4JS0

Plate F-2r»03
**Anicto^ jlea-
Valve% straight
couplings and
locking plate,
used on supply
and discharge
of Sands' "Win-
ner" closet.
Pair 96.75

Plate
F-1617

Plate F-IOOO
^^Knoekabovf Pump

Closet, vitro-adamant
hopper bowl, 2^" supply
and waste pump, rough,
polished trimmings; oak
woodwork 965.00

Plate F-1080
<<lVlnae]f Pamp Clo«et,

vitro-adamant bowl,

2^" supply and waste
pump; rough; oak seat
$85,00
Oak seat and cover 8T,ES0

Catalog ''A

i«A"

1020 will aooa be ready for diatribatleti
Make applleatloa now for yovr copy.

A. B. SANDS & SON COMPANY

22-24 Vesev Street

New York. N. Y.

Plate F-1060 (Patented)

(Copyrtffhtod)

En repondant anz annonces veuilles mentioner THE RUDDER

Plate F-IOSO fPatenledj

Digitized by

7a

THEflA»

RUDDEP

March

SHIPMATE RANGES

Smallest size ^
Body i8^ inches long

Largest Size
No limit to length

A sailor may strike a topmast, but he'll never
strike a cook if the meals are cooked on a SHIP-
MATE.

Always on deck, fair weather or foul.

Made by
THE STAMFORD FOUNDRY COMPANY

Established i8ie Stamford, CoHH.

MTiii±e As A MiiMiiiiinnL'g) 8

THAT'S what the noisy exhaust from
your motor becomes when discharged
into a Maxim Silencer,

MAXIM
SILENCER

for Motor Boats

No noise. No back pressure. No loss of power. Basfly
attached; fully guaranteed. Has been subjected to
severe tests by, actual users, and has made good. If not
at your dealers write for full- description, giving number
and diameter of your cylinders and size of
SEA^g/^ I exhaust ouUeL

I Get This Useful Book

**Sea Craft Suffffeetlons and Supplies.** Tells
how to box the compass, what is proper Ground
Tackle; gives hints on Moorlnffs, Steering Gear,
Rope, Buoys, etc. Sent only on receipt of 90c.

"Wiloox, CritteM-deix Er Campanyjtic.

120 Souih Main SI , Middlttown, Ccnn. ^^^

(Continued from Page 70)

Using plough steel you save j4-inch in circumference
and make a far neater finish. While plough steel 19 wires
is more expensive it is the best.

In a cruising boat the cast steel 19 or 7 wires will
answer providing the same breaking strain of plough steel
is used.

All the figures in the accompanying drafts are for
1 9- wire plough steel standing rigging and cast steel run-
ning rigging. If you prefer the less expensive grade of
standing rigging figure by the accompanying tables. Re-
member that plough steel 19 wires is the standard. If
only the breaking strain is given, one-fifth of the break-
ing strain is considered a suitable working load. The
breaking strain given in tables is a trifle low, but safe.
There is no sense in working right up to or a little over
the breaking strain in rigging — always keep below. If
this rule was followed less rigging would part in a blow,
especially in modern racing yachts.

Jf you examine a piece of rigging that has been car-
ried away it is easy to trace the cause. For example,
say it was a shroud of a 30- foot l.w.l. boat, which would
use about ij^-inch circumference plough steel, wire
breaking strain approximately 6 tons. Now the mast
cleat, where the loop rests must stand the same strain;
also the thimble, the chain plate and the anchorage for the
chain plate. As a rule it is not the wire, but some other
of those parts of shroud fittings, for instance, the turn-
buckle or the chain plate, that have been made weaker
than six tons, that carries away. Of course,, if you put
a greater working load on its estimated diameter it is
bound to part. You will seldom or never see a steel rig-
ging part at a splice or pull out if properly made for the
correct working load.

Hazard's

Special Strength Plough

Steel Rope,

Olympic

Brand

omposed

of 6 Strands arid a Hemp Center, 19 Wires to tl

Strand)

Approx.

Proper

Approx.

breaking

working

Dia.

circum-

Weight

strain in

load in

in

ference

per ft.

2000 lb.

2000 lb.

ins.

in ins.

in lbs.

tons

tons

I

3

1.58

45

9

%

2H

1.20

35

7

H

2K

0.89

26.3

5.3

H

2

0.62

19.0

3.8

A

iH

0.50

14.5

2.9

V2

1/2

0.39

12.1

2.4

^

IJ4

0.30

9-4

1.9

H

i>^

0.22

675

1.35

A

I

0.15

450

0.90

J4

^

O.IO

3.15

0.63

This steel rope has the highest breaking strain of any
steel rigging and is used on racing yachts.
Comparative examples by tables :

Special Plough Steel Rope, 19 wires, ij^-inch circumference,
12. 1 tons breaking strain.

Plough Steel Rope, 19 wires, i^-inch circumference, 11 tons
breaking strain.

Steel Rope, 19 wires, ij^-inch circumference, 10 tons break-
ing strain.

Iron Rope, 19 wires, ij^-inch circumference, 3.9 tons break-
ing strain.

The table clearly shows that iron rope is not suitable
for boat work; the breaking strain is low and it also
stretches.

International
Signals !Lr;

a handy pocket edition, showing a fewwayi in

which the International Code X>«.«V^ PC^

used, with all the Code Flags in Color* and J^r*^C^OC

' meaning. The Rudder Pub. Co..9Moffay9t..W.Y. City

Hagan el favor menclonar el RUDDER cuando escriven

O

March

RUDDEI)

73

Table for Three and Four- Strand Manila Bolt Rope for
Yacht Running Rigging

Circumference,

Inch

6 thread, fine. .

6 thread, ^ . .

9 thread, 1

12 thread. 1% . .

1 'i . .

\^::

2 ..
2^..
2V4..

2K..

3 .
3U.
3

Weight
100 Fath.
Diameter manila
inch in lbs.

r

4

4Vi..
4%..
4%..
5 . .

6

%

%

n

1
1%

iVi

1%
1%

2

12

18

24

80

37

. 46

65

80

98

120

142

170

200

230

271

310

346

390

435

480

581

678

Strength

of manila

rope

in lbs.

540

780

1.000

1,280

1.562

2,250

3,062

4,000

5.000

6.250

7,500

9,000

10,500

12.250

14.000

16,000

18,062

20,250

22,500

25,000

30.250

36.000

No. Feet

in
1 lb.
50
43

33 "
21
17
13
10

7

6

5

4

3

2

6 in.

4 in.
9 in.

4 in.

1 in.
10 in.

7 in.

5 in.
4 in.

2 in.

10 in.

Weight

100 Fath.

tarred

hemp

in lbs.

17

24

34

45

50

55

85

100

125

155

190

225

265

300

350

405

455

510

575

640

775

930

Rule of Strain for hawser hemp-laid rope : Square the
circumference and divide by 3 for the breaking strain in
tons; divide by 4 for the proof strain; divide by 6 for
working strain.

Rule to find what weight a rope will lift when used
as a tackle: Multiply the weight the rope is capable of
suspending by the number of parts at the movable block
and subtract one- fourth from resistance.

In the accompanying drafts, steel rigging is always
designated by circumference and manila by diameter —
the correct method to separate the two classes.

Fitting Out Time is Here

(Continued from Page 11)

hole out larger, putting in a bushing tap screwed to the
top of the shoe. If the pin itself is worn it had better
be replaced with a new one as the only way you can
make it round is to have it turned up to a smaller size.
This operation will probably weaken the pin to the danger
point. In no case allow a bronze pin to come in contact
with a galvanized shoe. The action of salt water on such
a combination will soon render the parts useless. If the
rudder runs through a port inside the boat, it should be
looked over to see whether the post has worn at any of
the bearing points. With this sort of a rig there is
usually a stuffing box at the upper end of the port. This
box should be repacked. If the rudder is of the out-
board variety it is probably hung on either galvanized
or bronze gudgeons. If the weight of the rudder has
caused the gudgeons to work sidewise in the wood of
the transom they should be taken out and replaced in
some other point where there is plenty of good solid
wood.

Probably no part of the boat's equipment is more im-
portant than the steering gear. In spite of this fact there
are many boats on which the steering leads are not in-
spected from one year's end to the other. Some day the
gear breaks, there is a collision and possibly loss of life.
The two parts of a complete steering gear assembly that
need the most careful inspection are the tiller ropes and
the rope sheaves. On a great many boats these are the
two parts that are cunningly hidden behind some joiner
work or up under the coaming. Never put a boat over-
board unless you have inspected every inch of the tiller
leads, and also the bolts holding the sheaves to the hull.
If your boat has been built by a man who does not under-
stand his business, he may have fastened the sheaves to

NINETEEN YEARS OF REAL SERVICE

Regal MARINE Engines

Built in one, two and
four-cylinder models. '
In sizes 2 H.P. to 50
H.P. To operate with
gasoline, distillate or
kerosene.

REGALITE

The New Electric Ughting Plant

For YachU, Mills, Stores and Homes

L^U^^^^^L^j i^zTi. ^d j "^

^ K.W. Generator.
Air Cooled, four- ^
cycle motor, direct jK
connection.

Writ* for
Cataloc

Regal Gasoline Engine Company

59 Weat Pearl Street Coldwater, Mich.

The 20* Century

3, 3. 4 Md 6 Qlindati

10 ItP. to 300 liP.

I

Marine Gasolene Engine

■MMia IMC what the BMM Inpltos. It la tb« Mffta« of tiM Mtb CMtafv. toaM«t
IM maay advaataget arc

Neatness of Deslsn, Ease of Operatfon, SImpllolty of Oonstruo*

tton* Absence of Vibration and Noises, Boonomy of Fuel#

Moderate Revolutions and Ample Bore and Stroke

To a«n np. the tOtfc CRRTI7BT BtOnrR erabodiea all the latest improvemcats, to>
t«tk«r with a aiaadai d ol coaatractloB that will take otbert years to eqaal.

MANUrAOTWnCO aOLCLT BT

THE NEW YORK YACKTMUNCK & ENGINE CO.
Morris Keights, New York

Sul1d«rs of Yachte, LaunchM and BusiMsa Boats of alt dosoripMom.
High-ciass Workmansnip a Soocialty

Dosign and Construction Unsurpasssd— Joinor Woifc Unoqualod
Moss Phonemenalf/ Low
Call or writa and giva us a chanoo to prova It
ftalMaM Iffom Craad Ceatral Depot

Si prega far menzione del RUDDER quando scrivete

Digitized by

74

RUDDER

March

CAPE COD SHIPBDILDINfi CORP.

COMMERCIAL OR PLEASURE CRAFT

Up to 150 ft. length and smaller boats

of standardized design built by

CAPE COD POWER DORY CO.

OUR LEADER

aoftSpMlal. Thesafett
little family boat bnilt.

Will atand the ocean
water ti Motor honaed In.

OTH^ BOATS WE BUILD

ao ft. Crniter. 14 ft. for Outboard Motor. 17 ft. Club Sail-
ing Dory. 16 ft. Shallow Draft Motor Boat.

10 and 12 ft. Rowing Skiffs.
YARD: Warebain. Mati. 367 Mala Street. Tel. 5-6
New York Showrooms with Thomas Flemia s Day, I ac. . 412 tth Ave .

Medium duty motors for work or pleasure. Com-
pact; easy on gas, oil and repairs. 1 to 6 cyl.; 5
to 75 H.P. All four cycle send for catalog

i^^lsl^l? FRISBIE MOTOR CO.

^#:r:«««?«e CONG STREET

' V^VVK • »». »w«oo

MIDDLETOWN

CONN.

Mala OffHMi 40SS Na. Reakw*ll St.. Chleat*. U.S.A.

Cut of Single
Cr1ina«r 2 H. P.

Dunn Marine
Motors

For ejttreine simplicity, long weat
and general ft H- round service, our
motors be^it them alL They do their
work easily under all conditions of
climate or weather. At the price
auatci! this motor It Iurn1aht<d comt^lete
with suitable propeller^ ahaft* atu^pg-
bOK. mum^r, gafi^c-coupliinr, coil at^ark-
pluf . minting vaVve. and all-cup.

'We build engifiefi in ^\% altet. from thJa
single c yll nder2 H.P. lo a &cy Under 24 H. P.
We can save you money on the purchaat!
oTa motor. ^Vfite us far our cratalof ue, or
belter Btlll get your motor ordered of ua,

DUNN MOTOR WORKS

D#denaburft, New York^ 17. 5^ A.

Laying Down
and Taking Off

By

CHARLES

DESMOND

THE author is thoroughly versed in the
subject and has an unusual faculty of
imparting knowledge in a simple way
that enables the reader to grasp the subject.
There are numerous illustrations with
the text.

THE RUDDER PUBLISHING COMPANY
9 Murray Street, New York City

the hull with common screws. If so, take them out and
replace with through bolts. Even if the head of the bolt
does come through the outside of the plank there is no
other method that will be satisfactory. If the leads are
of galvanized wire cable you should be sure that the
sheaves are of such size that the cable leads around them
without any very sharp bends. If possible locate all
sheaves so that no angle of the lead is as much as 90"*.
Another point to look for in the sheave inspection is the
facilities for oiling the sheave pins. Like all moving
machinery the sheaves require a certain amount of lubri-
cation. At least once a month they should be oiled.

Suppose we now turn our attention to the various
tanks. The fuel tanks should be removed from the boat
if possible and washed out with hot water and washing
soda. Swash the water around well so that every comer
of the tank will be cleaned. This is especially important
with tanks of the galvanized iron type. There is a cer-
tain amount of chemical action between gasolene and the
metal that is used for galvanizing that causes a white,
lime-like deposit. This precipitation will stop up the
gasolene feed pipe and cause endless trouble. The fresh
water tanks also should be washed out and set in the sun
to dry and get a thorough airing. When the tanks are
replaced be very sure that you make up all pipe con-
nections very securely. It is usual to use white lead in
making up pipe joints, but this should never be used in
making up joints on drinking water lines. There is
grave danger of the lead getting in the pipe line and
causing lead poisoning. On bo5i gasolene and water
pipes shellac is a better liquid to use for making the con-
nections tight. Before you make up the pipe lines you
should force a stream of hot water through them to wash
out any sediment that is caught in the pipes. As a rule
there is a lot of filth in all pipe lines. Sooner or later
you will be sure to get this sediment in either your soup
or your carbureter. Neither is considered desirable in
the best of circles.

The toilet fixtures will require a certain amount of
care. If there are any traps in the lines they should be
opened and the lines flushed out. The w. c. pump should
be taken apart and fitted with new washers where
necesary. A few drops of oil will keep the pump piston
in proper working order. All openings in the hull for
either intake or outgoing water should be gone over.
Quite often these sea cocks will become filled with bar-
nacles. Unless one runs a scraper up in the pipe their
presence will never be known until you find that the
pumps will not work. The watertightness of the out-
board connections should be assured.

Turning our attention to the engine we find that in
order to put the machine in the proper working condition
we will have to take it apart. That is, we will have to
remove the cylinders. With these off we can look over
the main bearings, the camshaft bearings, the top and
bottom connecting rod bearings, etc. If there is any per-
ceptible play in the bearings they should be either re-
baT)bited or adjusted. If the play is not very great you
can probably make the bearing properly tieht by remov-
ing one of the thin shims that are placed between the
two halves of the bearing box. If your engine ex-
perience has been chiefljr with automobile engines, be
careful what you do. The average a:uto mechanic will
do more in a few hours to ruin a marine engine than a
year of hard service. In the first place, the average car
engine is assembled much stiffer than a marine engine.
Never assemble an engine in which the bearings have
been tightened to the point where the engine cannot be

Vcd Henvendelser til Annoncerende bedes Dc refferere til THE RUDDER

O

March

RUDDEP

75

tumd over easily by hand with the compression relieved
by removing the spark plugs or a valve cap. Iii fact, a
marine engine ought to keep moving after your hand
has left the flywheel for a few inches. It is a frequent
mistake to tighten all bearings up very hard and rely
upon the engine wearing itself in. This usually results
m getting the machine so stiff that it will not spin over
enough to get started. This is practically the case with
two-cycle machines.

The pistons and rings should be gone over with gaso-
lene until they are clean and bright. If there are dark
brown streaks on the sides of the piston, or the insides of
the cylinders, you can be sure that one or more rings are
leaking compression. Either fit in a new set of rings or
have 3ie cylinder turned out. If the cylinder has worn
so that the bore is slightly oval, instead of being per-
fectly round, there will be a gas leakage that cannot be
stopped without r^rinding the cylinder. This last is a
job that must be done by an experienced machinist. To
test a cylinder for roundness, obtain a very fine pair of
calipers and move them around on the inside of the bore,
after setting them for the smallest space you can find.
If they alternately stick and then loosen you may be sure
that the cylinder is out of shape.

The camshaft should also be looked at carefully.
Note whether the cams are worn evenly, and whether the
push rod rollers revolve properly. Of course this cam-
shaft and valve inspection will only apply to four-cycle
engines. The valves should be ground in. In grinding
in a set of valves never revolve the head of the valve on
the seat with a constant rotary motion. The valve should
be given a half turn to the right and then a half turn to
the left, etc. After a short while give the head a half turn
and proceed as before. If you constantly revolve a valve
head when grinding you will find that the grinding com-
pound will cut a series of concentric circles around the
seat. One point that must be watched very carefully is
to see that none of the grinding compound gets down in
the cylinder. If it does you will ruin your engine the
first few minutes of running.

The water pump should be repacked providing it is
of the plunger type, and the check valves lifted from
their seats and examined carefully. If the valve seats
show signs of much wear they should be ground in with
grinding compound. The entire inside of the engine
must be carefully washed out with gasolene and all dirt
removed from the base ar^d the oil strainer. If there is
much oil piping, this should be cleaned out with streams
of gasolene forced from an oil gun. In putting the en-
gine back tc^ether again you should examine the gaskets
for signs of wear. As a rule it is better to renew the
• gasket material every time you take the engine apart.
About as good a material for gaskets as any is ordinary
heavy brown paper, well coated with shellac. Never put
in a much thicker or thinner gasket than the one that
was formerly in unless you want the engine to g^ve
trouble. If you put a thicker gasket between the cylin-
ders and the base, or between the removable head and
the cylinders, you will alter the amount of compression
of the engine. This will result in a loss of power. On
the other hand, if you put in a thinner gasket you will
increase the compression of the machine, and the power
to some extent. However, the engine is probably built to
carry a certain amount of compression, and increasing it
any will result in starting difficulty and spark plug
trouble. Never attempt to increase the engine compres-
sion unless the builder of the engine has been consulted.

TOPPAN BOATS

The safest and most seaworthy built.

Famous throughout the World for their

reliability and seagoing qualities.

WE CARRY IN STOCK

LAUNCHES

2« AND 30 FT.

DORIES

16 TO 30 FT.

ai-rr. rudder club bailino

DORY. MOWER DESION. WE HAVE
■OATS IN RTOCK AND CAN MAKE
PROMPT SHIPMENTS.

ai^Xe CABIN RUDDER CLUS DORY.
BY RAISING THE SIDE ONE PLANK IT
MADE A VERY SATISPACTOI|Y CABIN
CRUISING DORY.

OUTBOARD MOTOR SKIFFS
ROWING SKIFFS— 10-12-14-15 ft.
A 16 ft. Stock HYDROPLANE (Buliett)

SPEED 16 MILES

TOPPAN, THREE-IN ONE DORY

Can be used as a Sail Boat, Row Boat or Power Boat. Just
the thing for a country home or camp. It may be used on
River, Lake or Ocean.

Write us your wants
TOPPAN BOAT CO., D«|K. B M«dford, Mass.

Koukokuslia ni otegami onsashidashi no saiwa doso RUDDER nite goran no mane onkakisoe nei

"^fGoogle

76

RUDDER

March

"CHAMPION" the Pioneer for

BOAT ^^^M LIGHTING

•(Rampion"'

6-150

It IS no* fifteen >e«rs imce t(i* firit "CHAMPION" outfit
wii mstaired on i boat. I mproved steadily etct lioce. Th«r
^Tt cofnplcte to the latt ficrew^

Let ui ^how fou how one would auit in your boit. P1f«h
meatioa size ind cabin arrangement.

Hector MaeR^a. 31 S St. P»al 3te*«u Baltimwe, Md,

If HOT A I KEROSENE
ftk.OV-F 1 /\Li OIL STOVES

The most successful stove ever devised, for use on land or at sea. They operate
successfully where other types fail and are practically indestructible.

Insist on a

Khotal

Wm. H. Otto Metal Goods Corp. JfrUV'iiy'.'NMirt

, Igai

I lUe eacVie. bat a RBAL
I •!! eagia*.

1 Y«a caa make

I a trip aroaad
I the warld aad
1 aever have a
I dropofgatoliae
I la yaor b«aC.

Stmd t^ kulUHn gMng JM\mmMnr% Fimiha Pa '*®* N. 1 1tl

After the engine has been put back in the boat and
connected up in a proper manner you can turn your at-
tention to the painting and general dolling up of the hull.
As far as varnishing is concerned^ it always seems so
simple, but often proves such a difficult operation that I
think it is worthy of a few words. The chief reason
that surfaces varnished by amateurs are so seldom equal
to the work of professional painters is because the ama-
teurs do not start in with a clean surface. The slight-
est bit of oil or dirt on a surface will spoil the best var-
nish ever made. Not only mast the surface be clean,
but it must be absolutely dry as well. The brushes should
be very soft and should be kept for varnish only. You
cannot use a brush alternately for paint and varnish and
expect results that will be decent. Also you need several
brushes. There should be a fairly good sized one for
the coating of large surfaces and at least one small one
for getting in the small crevices and cutting lines where
varnish work touches paint. Before attempting to var-
nish, always sandpaper the surface off with a fine grade
of sandpaper. This rule holds whether there is already
a coat of varnish on or not. After the sanding, dust the
surface off and then wipe with a soft cloth. If the var-
nished work is very dark and stained you will have
to remove all the old varnish and start in again with
the bare wood. The simplest way for an amateur to do
this is to use some of the various varnish removers that
are on the market. Always sandpaper thoroughly after
using the remover in order to get all traces of the acid
off the wood. Let the bare wood dry very well before
attempting to put on any coating. When varnishing over
bare wood it will be necessary to put on at least three
coats of varnish in order to get a smooth, even coating.
After each coat, except the last, you should sandpaper.

The subject of painting a boat is one that is really
more difficult than it seems. The usual trouble is that
the amateur uses some of the ready-mixed paints, and
fails to stir them properly. In every case the paint must
be stirred until there is no trace of sediment in the bot-
tom of the can. While painting the stirring process
should be given thought every few minutes. Quite often
the paints will be too thick for proper use. If the brush
seems to drag back and the paint to follow along after
the brush you may be sure that the paint is too thick.
Thin with a little turpentine.

In painting and varnishing you must always work
from the top down. In this. way the paint that runs
down will be covered by the next coat. The last coat
to put on the outside of the boat before putting her
overboard is the bottom anti-fouling coat. Between each
coat of paint the surface should be sanded down with
a medium coarse paper. All pinholes and seams should
be filled with putty colored to match the final surface.
Never put in white putty on a surface that will eventually
be a darker color, or vice versa. When the putty cracks
it will show an ugly mark. A wise move is to wait until
the boat has been overboard for a few days before put-
ting on the last coat of topside paint. This gives the
seam putty a chance to swell and permits a really better-
looking job on the whole.

Electric Control

One of the most interesting exhibits that attracted
considerable attention was a clutch control being made
by the W. S. Hall Company of Rochester, N. Y. In all
controls leading from the bridge trouble is found due to
rods buckling and in many cases they never throw the

Var god aberopa THE RUDDER nar annonsorema tUlskrifvas C^ r^r^r^Ar^

jitized by VnOOQ IvL

HYDE

TURBINE TYPE

Propellers

SPEED-

EFFICIENCY-

REUABIUTY

Catalog and Prices
Free Upon Request

HYDE WINDLASS CO.

Bath, Maine, U. S. A.

'MISSOURI OIL ENGINIIS

(Oil la oKe«k.par)

CHEAPEST POWER in the worid. Tliese engines %y» pay f or
IllMir cost in the fint year's run.

WE GUARANTEE that they will run on leas than ONE gallon of
I faerosene, solar oil, or fuel oil per day of fen hours^ i^e.* with solar
I ofl (^ $.05 a gallon* a 7-f1.P. engine will run all day long for
THIRTY-FIVE CENTS, or the 30-H.P. all-day run for $1 .50.
I EASY to itart, EASY
I to run. No batteries.
I wirea.switclies.spark

1th Str««t
rU. S.A.

March

RUDDER

77

reverse gear home, causing plates to slip, get hot and ruin
the reverse gear.

The Hall gear is controlled electrically, all wires being
cut to exact length and run in conduits. There is no play
or lost motion and when thrown in ahead or reverse the
action is positive The model at the show was in an ex-
perimental stage and with some further improvements
will fill a long-felt want that all yachtsmen will appreciate.

«••

Ignition Equipment

(Continued from Page 27)

may be marked. If no marks are to be found at all
make a line straight across them all with a file or punch
a dot on each one. This may sound peculiar to the
novice, but if the engine flywheel should be turned over
during the period when the magneto was disconnected
the drive shaft end of the coupling on the engine could
still be in position and the distributor arm point to
cylinder No. i ; in fact, even with the coupling marked
(at which position of the magneto drive and distributor
the piston in cylinder No. i will be found to be at the
end of the compression stroke) all the forgoing means
of identifying the proper position may be accurately done
when the magneto is placed back on the engine and yet
the timing be two cylinders off on a four-cylinder four-
cycle engine, or to the piston being at the exhaust end
of the stroke, whereas it must positively, be at the end of
the compression stroke. This correct position of the
piston can be found by opening the pet cock on cylinder
No. I, and placing the finger over the outlet and noting
the escape of air while the piston travels from the bottom
to the top of its travel in the cylinder. Another method
is to watch the inlet valve stem of the cylinder in ques-
tion until it has just closed, and then turn the flywheel
exactly one-half revolution, at which point the piston will
be approximately at the end of the compression stroke.

Getting back to the removal of the magneto, after the
coupling is marked the bolts can be removed from the
base and the magneto can be taken off with the cables
attached to the magneto distributor, after you have placed
a tag on each cable designating the cylinder it belongs
on. When having the magneto overhauled or cables
renewed call attention to the tags so that they will not
become mixed. When ready to replace the magneto
on the engine procure a book of instructions from the
manufacturer of the instrument and check up the cor-
rectness after it is in place. If the engine has been
turned over, since its removal, use the information just
previously stated. If the drive is by gears use the same
method of marking as would be done with a coupling.
If it is decided to renew high-tension cables and you
choose to do the work yourself renew them one at a
time if you have more than one cylinder, so that it will
not be possible to get a cable on a wrong plug.

A great many owners use dry batteries in double sets
of five or six and, of course, it could not be expected
that the old ones left from the previous season could be
used again. If when installing new ones they are placed
in a box which is just about large enough to conveniently
accommodate them, and melted pitch poured about them,
far better results will be obtained. The tops of the
batteries with terminals can be left exposed, or can be
connected up and the connectors and tops covered,
thereby sealing the whole set, leaving only the end wires
of the set exposed for connecting.

If the equipment consists of storage battery this is
an entirely different matter and the supposition is that

COUSENS & PRATT

SAILMAKERS

274 SUMMER STREET BOSTON, MASS.

^ G. De Coninck & Coe

Largest Yacht Yard In France

MaiMii* Uffitic

•{•p|*«f« y-^

TORPIDO AUTO-CANOT

Lensth ai ft., breadth 4 ft. 8 in., draught jo in. Motor is-H.P. Speed il
miles. The best boat built for the money; safe, apeedy. silent, com-
fortable. Price. $1. 480.

W* alto balld Salllac aad Steam Yachts. Worklac boats of all kladt, Steal aa4
woodea hollt. Motor boats a specialty; also with aerial propeller. Write for catalof.

If y«ti w^uat <ood cIroulatlQii on yotir

Automobile* Launch
or Motor Boatt usa a

I.OBEE FUUF

Lob«e Pump & Mftchtnery Co.

17*S1 F*riaH Sti-*«i, BvlIIaIo, N. Y-

Modem Model Yachts

Sailing and Power

Blue prints to work from.
Sawed to shape hulls to work on.

Lead Keels cast Sails made.
Hollow and solid Spars. Fittings.
Send for circular

\Y/\ M Dir^IJADr\C W.90 Alexander Avenue

BRIDGEPORT

'^THE MOTOTt THAT MOTES''

Real Kerosene Motors

Non-backfiring Two-Cycle Motors up to i8 H.P.
in both the Medium-Speed and High-Speed Types.
Heavy-Duty Four-Cycle Motors from 24 to 48 H.P.

The BRIDGEPORT MOTOR CO.. Inc.

115 KoMUth Street, Bridgeport, Cofin., U. S. A.

Please mention THE RUDDER when writing to advertisers

Digitized by

Google

78

RUDDER

March

the battery was taken out of the boat when laid up. If
the battery has beeen left in the boat it has in all prob- '
ability been frozen, due to its being in a discharged state,
and the jars will be found damaged. The plates will in
all probability be found badly sulphated and the general
condition can only be determined by taking it to a stor-
age battery service station and get their opinion. Don't
be surprised to hear that it is beyond repair or will cost
so much to repair that it would be unwise to do any-
thing except purchase a new one. If the battery was
taken out of the boat, as it should have been, and it has
been kept charged regularly, it is possible that it may
give fair results for ignition only. However, take it to
a battery charging station and have it charged at a mini-
mum rate of say two amperes per hour, which will en-
liven and make the plates active. It might also pay to
get the opinion of the person who charged it as to the
condition, which he will be in a position to do if he knows
his business. The battery should have been placed in
the hands of a battery service station when laying up the
boat, and during the period of idleness it should have
been placed in what is termed dry storage. This consists
of fully charging the battery, draining out the acid, clean-
ing the jars after removing the plates, and the whole bat-
tery kept in a dry state until further use. When ready
for use new separators are put in between the plates,
resealed, new acid put in and the battery put on the
charging line ready for delivery. This method insures
the longest life possible from the battery, especially under
such conditions as exist in the marine field.

Don't purchase a secondhand storage battery from
anyone who may come along (imless you are thoroughly
familiar with its construction), or it may be some bat-
tery concern who will stand back of its operation. A
new storage battery begins to die on the day the acid
is put into the jars, and the length of life, though it may
be two or three years, is wholly dependent upon the at-
tention it is given, and the conditions under which it is
operating. Lack of attention may ruin a battery the first
season and yet the writer has known them to last five
years when given proper attention.

Spark plugs should also be taken out of the cylinder
and all the rust possible tp be gotten off should be re-
moved with a wire brush, and all carbon removed from
the interior with a sharp, narrow piece of tempered steel.
Remove the porcelain, if the insulation is black or there
is an undue amount of carbon deposit, and thoroughly
clean with a piece of fine sandpaper. Brighten both of
the electrodes or points of the plug with sandpaper and
adjust them, after assembling, to about one-thirty-second
inch separation for use with a battery system, and slightly
less if used in conjunction with high-tension magneto.
This must not be misconstrued to mean that these gaps
suggested is the correct spark plug gap for .all engines,
because each owner, after experimenting, finds out the
best distance for the points to be set for his own indi-
vidual conditions and requirements of the engine, and
no matter who may tell you to the contrary, no fast or
set rule can apply which will positively give the best
results without a trial. If in looking over the plugs a
cracked porcelain is discovered, renew it, and in replac-
ing it in the shell use new packing ring gaskets if the old
one is broken. Care should also be exercised in setting
up on the gland nut so that it is not too tight, or it may
cause the porcelain to crack inside the shell.

After a careful perusal of the foregoing, no difficulty
should be experienced with the ignition system by the

amateur, if ordinarjr common sense is exercised. A little
study of your own individual equipment will work won-
ders in the results to be derived from its operation, and
is well worth the time expended.

What is a Cruiser?

(Continued from Page 18)

Old Glory IV is a V-bottom cruiser equipped with
a Loew Victor engine, and had the weather been calm
would have run away from the fleet. Shorty after the
start she put miles between her and the Victory II. The
further east they went the nastier the weather became,
and as in most V-bottom boats the lack of bearing aft
caused Old Glory to skid and waltz in the following sea.

The Victory being a perfect form for a small cruiser
was able in the bad weather to cut down the lead and
win the race in the second division.

V-bottom of Old Glory type and all high-powered
cruisers should be raced in special classes in the best
interests of the sport

There is trouble ahead this year for Victory II, as
a sister ship equipped with a new 40-h.p. engine will
enter the Block Island race, and it will be interesting to
see how the rule works out.

TIMESAVER
The Timesaver Sales Corporation of 370 West 51st Street
gave a demonstration of the use of Timesaver bearing com-
pound at the show. This is an entirely new product and all
engine men claim it to be the best product that is obtainable for
the purpose and it is now used extensively by all engine builders

throughout the country.

« * *

MIDDLETOWN Y. C.

At the annual meeting of the Middletown Y. C, held on
February nth, officers of this club for the coming year were
chosen as follows: Commodore, Charles H. Norris; vice-com-
modore, Minn S. Cornell Jr. ; rear-commodore, Arthur D. Meeks ;
secretary, Harold A. Williams; treasurer, G. Ellsworth Meech;
measurer, Charles Freeman; chairman House Committee, B.
Lawrence Stainton; chairman Regatta Committee, Charles W.
Warner; chairman Entertainment Committee, Joseph I. Lawton;
representatives to American Power Boat Association, Charles
H. Norris, A. D. Meeks, M. S. Cornell Jr.

The club at the present time has a total membership of three
hundred and ninety members and is looking forward to a suc-
cessful season and largely increased membership for the coming
year.

Q 1? A 1V>f A XT Q T-T T P win m«ke ■ sdlor of a landsman.
OEjI\L\1 I\iy Onir ,|„p|y ^Hncn that a novice will nnderatand.

of lUaatratlont.

It is io well and
Full

by Eugene Doane

THE RUDDER PUBLISHING COMPANY

PRIGB $1.25

9 MURRAY STREET, NEW YORK

How to Run and Install Gasoline Engines

By C. von CULIN

This small booklet is the best work on ihe subject
ever Published for the bejn'nner

NOT a gas-engine treatise, but a very useful reference
book for the busy man. It does not explain volumes
of air and gas necessary for the most powerful charge —
but it does tell you what to do when your engine pounds
or squeaks, and how to stop it. How to start it and a
hundred other items of interest to gas-engine users.

Buoys, beacons, signals and their meaning, rules of the
road, engine installation, tanks, propellers, etc. Simply
crammed full of useful information written in a way anyone
will understand.

Price 25 Cents

THE RUDDER PUBLISHING CO..

Digitized by

Google

March

THE^

RUDDEP

79

Multiple-Unit Marine Transportation

(Oontinued from Page 16)

both boats up the Hudson from New York City to
Schenectady and brought them back again to the metrop-
olis. As it happened, he was not able to start upon this
memorable run until November, and during the round
trip he had to contend with boisterous weather and fairly
heavy seas. While these conditions militated against the
unalloyed enjoyment of Mr. Donnelly and his guests,
the circumstances were undoubtedly of value in putting
his system of multiple-unit propulsion to a thorough
test. Current from the Dawn was conveyed to the New
Era by a properly insulated, waterproof cable of about
seven-eighths of an inch in diameter ; and this line passed
over an elevated pulley at the bow of the power vessel
and thence to the stem of the New Era, which headed the
procession — directly reversing the accepted order of
sequence in towing. Of course, the New Era could just
as easily have folowed in the wake of its navigable cen-
tral station.

Throughout the trip to Schenectady and back, both
boats were handled with the utmost ease, and, within
the Umiting length of the power cable, were capable of
complete independence of maneuvring. They could run
either in span or tandem, and the rear yacht could take
her position on either quarter of the New Era so that
she might move forward clear of the latter's backwash.
At no time was the drag on the cable more than a few
pounds ; and when the yachts swung simultaneously this
conductor looped between them and in no wise inter-
fered with their movement. In rounding sharp bends in
the channel it was possible for the vessels to continue at
full speed, i. e., 9 miles an hour, because each boat ad-
vanced as a unit. This, of course, would have been a
risky if not a prohibitive procedure had a tow line been
the impelling medium.

At one time on the journey northward the yachts
were caught during the night in an exposed bay, near a
lee shore, in the full sweep of a strong east wind. Fear-
ing that the boats would drag their anchors and be
beached, Mr. Donnelly decided to make a break for it
and ordered that both vessels get underway for the mid-
dle of the river. As soon as their anchors broke clear
of the bottom, the Dawn and the New Era had their
screws in motion and began digging right into the head
seas. They worked out into midstream as if they had
nothing in common save getting away from a perilous
position. They did not follow one another, as a tow
would do, but advanced substantially abreast. The
maneuver would have been virtually the same had the
Dawn been supplying motive energy to a string of power-
consuming dependents.

The crucial feature of the Donnelly application to
marine transportation is the power cable, for while this
line is not ordinarily expected to exert a pull, still it is
the energizing bond between the floating power plant and
its othen^'ise passive charges — if the tow consists of one
or more units. When Mr. Donnelly made his proposal
first, a few years back, there were competent critics who
expressed doubt about the physicaf endurance of an elec-
trical conductor used in such circumstances. As one
expert expresed it: "Generally speaking, insulated cables
are very perishable and subject to injury by bending,
and the handling of them would have to be very well
worked out to cover all conditions of service without
undo wear and tear on the cables, which would be quite
expensive." Manifestly, too, the conductors would have
to be kept watertight.

Class P Yacht
"Hayfeed IV"

Chdtnpionship Winner

1919

Massachu&elta Bay

Wiiuier of Corintktaii Mid-
Bumuier Serici Cup.

Wmnet of Corinthiap YatKl
Club Cfunnpiodtfiip.

Winner of Quincv

Challetigc Cup.
Wiisaet of leg op Lipton
Cup.

Wilson & Sihby,
Inc.

SAIL MAKERS

RoweiWhuf

SHIP
CANVAS WORK

JOHN CURTIN

CORPORATION

R.«. u. s'. p.t. o«. 4* Front Street New York

Steering Gears

and MARINE FITTINGS for

POWER and SAIL YACHTS

Edson Manufacturing Co.

Established 18S9

272 Atlantic Ave., Boston, Mass.

Charles P. McClellan
YACHT SAILMAKER

Patented One-Man Boat Tope. Simplicity Sprayhooda. Caihioni. Etc.
Rodman's Wharf Eatabliahed 189a Fall Rtrcr, Mats.

Hagan el favor mencionar el RUDDER cuando escriven

Digitized by

Google

8o

THE«B»

RUDDEP

March

BRIGGS & BECKMAN

Yacht
Sailmakers

NEW BEDFORD

MASS.

ift now in the print er*s hands, and
will be oul in a short time.

It wilt contain some novel (ea^
turcs and many new things in

MARINE EQUIPMENT

Send in your name at once and
mate sure of your copy.
Ask for catalogue 620,

^ GEOB-eWElfTERI^eO.

No. WeUft Street Chicago, UL

MERRIMAN BROS.

YACHT BLOCKS

185 Amory St.

Boston, Mass.

Compass Spscialists
Charts

NEGUS

140 Water St. LogS

New York City Marine Glasses •

ft in.

MARINE MODELS^

Pattern Making, Inventions Developed

Special Machinery

THE H. E. BOUCHER MFG. CO.

150 LArAvrrre street, n. y., u. s. a.

¥T^^_— . ^g-^ "D 11 «« By Chas. Desmond. At the request of numerous

Xj.UW \.KJ .^WiUU boatbuildctt we have reprinted this series C^J pC

•w% 4,01* of excellent articles on Boat Shop efficiency. V ^ '^"^

aiSOat i3llOP^y,;''g^^;;TlieRuddcrPMbliihlD|Co.,9MamiySt. N.Y.CIty

Now, as matters actually stand, such being the ad-
vance of the art in the last three or four years, it is quite
feasible to so fashion a cable, for the work planned by
Mr. Donnelly, that it will have the virtues of ruggedness,
watertightness, and the needful measure of flexibility.
This has been made possible by the inventive cunning of
an Italian, who has devised a cable having an efficiently
insulated copper core and an external armoring of steel
wire — the latter metal shield serving as a "ground" or
return in the circuit.

The performances of the United States Naval collier
Jupiter and, more recently, our superdreadnought New
Mexico, have brought to a focus the operative and direc-
tive advantages of electrically-propelled vessels. Down
in the engine room the force has nothing to do with the
navigational aspects of the drive; their duties are prin-
cipally to see to it that the various mechanisms are in
working condition and that a sufficient head of steam is
maintained to provide the initial source of energy. Up
on the bridge, the navigator, by means of suitable con-
trollers, starts, stops, or reverses the motors, and, there-
fore, the screws, at will. Further, he is able to regulate
the speed in either direction by the same agencies. This
eflFectually does away with the difficulties or dangers
arising out of misunderstood signals between the bridge
and the engine room.

It was just this that Mr. Donnelly had in mind,
among other things, when he first developed his idea of
substituting a navigable central station for the ordinary
tug in the realm of towing. But his further aim' was to
utilize the power-plant energy more efficiently while giv-
ing the man at the helm of each unit of the tow a
maneuvering command much akin to that of his counter-
part in the pilot house of the so-called tug or master
craft. To this end, his designs show various installations
of propelling motors for the different types of boats,
agreeably to the needs of their respective services. For
instance, in the case of certain canal barges he has evolved
an ingenious drive by which the propeller is mounted
upon the rudder and capable of being swung from side
to side. The purpose of this, of course, is to increase
the maneuvering capacity and to make it possible to turn
a boat in a restricted area, or to exercise control when
having little if any steerageway in the ordinary sense of
the term. In threading narrow channels and moving
among the shipping of a busy port, the advantage of such
an equipment is self-evident.

For car floats, and other lighters, the intention is to
provide these shallow-draught craft with twin screws
so as to divide up the propulsive work and to reduce the
likelihood of complete failure of the motive plant. As
these vessels are generally lacking in steering apparatus,
relying for their maneuvering upon the rudder of the
tug, Mr. Donnelly has planned that the operation of the
propellers of these boats shall be controlled from the
pilot house of the master craft. Thus, by juggling the
screws of two flanking car floats, for example, the sand-
wiched power plant would enjoy a handiness of steering
quite unattainable under existing conditions in towing.

Perhaps we can better grasp the potentialities of the
Donnelly method of multiple-unit propulsion if we con-
sider the difference between that system and recourse
to the tow line for deep-sea work. At the present time
the United States Government has building a towing col-
lier which is to pull a barge of 3,000 tons capacity on
a route between a Gulf port and the Panama Canal. The
collier will be engined so that she can make much better

(Continued on Page 82)

Si prega far menzione del RUDDER quando scrivete

Digitized by

Google

TttEtfi^

Hm^ RUDDER _!!

DON'T DELAY-SPACE IS LIMITED

Eleventh National

Motor Boat and Engine Show

Auspices New England Engine and Boat Ass'n

Mechanics Building, Boston
March 27 to April 3

(^Inclusive)

For information regarding space WI'RE or write

CHESTER I. CAMPBELL General Manager

5 Park Square : : : : : : : Boston

Google

Ved Henvendelser til Annoncerende bedes De refferere til THE RUDDER njQjfj^gri Kw

82

THE«B»

RUDDER

M a rch

Decju Hard to Keep Tight?

Why not try

AND

ELASTIC SEAM PAINT
Will keep decks tight for upwards to
ten years. Yields with expansion and
contraction and will not track out.

Used on Government submarine chasers, also
over 20 S. S. Cos. on all of their steamships

ELASTIC COPPER PAINTS

Prevents Sea Growth

ELASTIC COPPER PAINT is made en-
tirely different from other SUBMARINE
PAINTS. It is an absolute preventive of
MARINE GROWTHS AND WORMS.

It is Made in Two Colors
Bright Red and Green

ELASTIC BOOTTOPPING

Beautiful* Hch Bright Red and Green in
color. Will not chip or peel off and re-
tains its bright shade.

Inquire of your dealer or

H. B. FRED. KUHLS,

65th St and 3rcl Ave., Brooklyn, N. Y.

We arc the Larg est Marine Paint Mamifactarcrs in tlic World

WOOLSEY'S
COPPER B EST PAINT

rOR WOODCN BOATS' BOTTOMS IN ntCSH OR SALTWATER

CUARANTBBD

Will Stand for one year if prop>
erly applied, and keep the
bottom clear from marine
growthi, as Grass. Moss.
Barnacles. Etc.. and prevent
boring by the destructiTe
teredo worm.

BRIGHT RU> AND BRIGHT GRCCN

COPPER YACHT PAINT

MAKE THC SMOOTHEST SAIUNG BOTTOM

WOOLSEVS SPAR VARNISH

Guaranteed to stand ander the most trying
circumstances, as on yachts, boats and vesseli
of any kind for either inside or outside work.

Yacht White Yacht Black Deck Paint
Ensinc Enamel Scam Compowid
^^^^^ Canoa Enamel

tJ*-ii.^T^||[ I Lt. Sea Green and Copper Bronze Bottom PaInU

C A. WOOLSEY PAINT
AND COLOR COMPANY

Jersey City. New Jersey, U. S. A.

Smd ior our ^' New Marine Booklet with Color
Spots and ''How to Paint a Boat'' — Free,

Koukokusha ni otegami onsashidashi no saiwa dozo RUDDER nite goran no

(Continued from Page 80)

speed when free than when dealing with her laden convoy,
and a very considerable percentage of her shaft horse-
power will be ineffective while towing owing to the drag
of the tow and the added slip of the collier's screws.
The same amount of horsepower divided between the
steamer and the coal barge — ^both having electrically-
actuated propellers — ^would permit of a higher rate of
progress and lead to substantial economies. To link the
vessels now under construction recourse will be had to
two heavy steel hawsers, each 2^ inches in diameter,
and towing engines will be installed to deal separately
with these long and heavy lines. A single electrical con-
ductor less than half the diameter of either of these wire
cables would answer for the distribution of current, and
a small motor functioning a suitable reel would do to
handle this power line.

In brief, Mr. Donnelly is adapting to shipping prin-
ciples what is now widely applied in rail traffic. Efficient
as the electric locomotive is, because of its greater trac-
tive grip than a steam locomotive of similar power, still
the electric locomotive is not as effective and economical
as a train composed of so many individual motor cars.
Multiple-unit trains arc familiar sights in urban and
suburban services, and all of us realize how quickly they
gather headway and how promptly they can be slowed
up and brought to a standstill. This is because ever}'
car has its group of driving wheels, and all of these
exert an independent propulsive effort. It is just the
very thing, and some other desirable gains, that Mr. Don-
nelly counts upon through the employment of a master
craft and self-propelled tows.

New Yorkers know the parts played by the Sound
and river steamers that are important and numerous fac-
tors in our freight and passenger traffic. Mr. Donnelly
is satisfied that this service could be greatly amplified
and time saved by separating the cargo and passenger
carriers from their power plants and utilizing the space
thus made available for the accommodation of more per-
sons or a larger amount of commodities. He would
place the steam installations on other vessels designed
mainly for the generation of distributable energy. Re-
garding this phase of his many-sided field of application,
he says:

"Relative to the propulsion of passenger boats in
local waters, it is believed that this method offers ver>'
remarkable possibilities. Taking the steamboat lines, for
example, which run to Allbany and eastward on the
Sound. These vessels make a run of about ten hours
and then lay up for the other fourteen. • It is plain that
a separate power boat operating one of these craft at
the same rate of speed which they now make could de-
liver a night liner at Albany or Fall River and return
with a day one and have ample time between trips to
coal up. The power boat could go under a coal chute to
receive her fuel, whereas a passenger craft would have
to have the coal brought to her and then rehandled to
get it aboard and stowed in her bunkers. By my arrange-
ment the dust and dirt of this work would be removed
from the vicinity of the passenger or the cargo vessel,
and there would be no coaling up that might interfere
with the reception or the discharge of passengers, express
matter and other freight."

The elimination of the grime and the disagreeable
features of fueling, and the abandonment of a power
plant aboard are things that will appeal at once to a
yacht owner whose dominating desire is to obtain com-
fort, cleanliness, and quiet as far as these are possible.

isoe negaimaiJ ^

March

RUDDEP

83

In a modest measure, Mr. Donnelly has shown in the
New Era and the Dawn how these desiderata can be
realized ; and it is evident that an added degree of privacy
is to be had by keeping the floating central station and
the pleasure craft, per se, apart. Further, by dividing the
total cost between two boats, each can be built to meet
its particular service, and the outfitting economies prac-
ticed on one craft can be devoted to the more comfort-
able or luxurious appointment of the other.

Finally, this division bears directly upon the question
of cost of maintenance and safety. It is undeniable that
a craft without a steam plant on board is far easier to
keep clean and, therefore, requires much less paint and
labor to do so. Again, the likelihood of fire is greatly
reduced, and insurance charges should be lessened ac-
cordingly: And then, some of the space and weight
saved by the absence of boilers, engines and coal can be
devoted to increasing floatability in case of an accident
that might otherwise admit a disastrous amount of water.
Provisions of this nature against sinking should reason-
ably make the underwriting tax a smaller one.

Fine Display of Marine Engines

(Continued from Page 23)

distinctive and aristocratic looking of the lot. The engine
hasm particularly well-balanced appearance and is clean
cut and free from unsightly projections. Valves in head,
and dual valves at that, combined with triple spark plugs
in each cylinder insures getting the maximum force out
of every drop of fuel admitted into cylinders.

The water cooling system is unique in this respect:
it is a reversal of the usual practice, inasmuch as the in-
coming cold water is first used to cool the oil, passes from
oil cooler to exhaust manifold, then to cylinder water
jacket, next to head and from head to the intake mani-
fold. The water is, therefore, as hot as it is possible to
get it when it reaches the intake manifold, and thus
serves to help vaporize the incoming mixture. That this
method has its advantages seems to be proved by the
great average power developed in the cylinders of this
engine. The construction is of the usual Sterling quality
and the equipment is complete. Electric starter and gen-
erator, triple ignition (twin-spark magneto and distrib-
uter), automatic pressure oiling to all bearings and an
exceptionally good specially constructed clutch.

Two of these engines are installed in the cruiser
Luders had on exhibition. A sectional engine of this
type shown at one end of the Sterling space attracted an
unusual amount of interest.

MiANUs Heavy Oil Engine

The Mianus heavy oil engine clearly indicates the
trend of thought of engine designers in their endeavor
to simplify engines operating by preignition of the fuel
charge. The makers claim that this engine is a step in
advance of the Diesel, and if this claim is based upon
simpHcity of operation and the elimination of complica-
tbn their claim is justified. The elimination of three-
stage compressor, high pressure air, and combined air and
fuel injection seems to us to be a step in the right direc-
tion, because simplicity of design and the elimination of
high compression air is essential to making engines op-
erating under the Diesel principle popular. The average
engine owner wants efficiency, durability and certainty
of operation without complication. It seems to us that
some of our engine designers forget these things. The
striking features of the Alianus heavy oil engines can best
be described by explaining the engine's operation.

^eal Varnish Economy

COST per gaUon means nothing in figuring on Varnish
economy for best work. You buy varnish to protect
the boat, to preserve the finish, to prevent deterioration.
Good marine va^h will do this; it is also economical be-
cause refinishing is infrequently necessary. Ordinary varnish
used on marine work is costly, no matter how cheap.
Edward Smith & G>mpany's

SPAR COATING

is Real Varnish Elconomy. It has stood the tests of nearly
a century. Boat owners and boat builders of experience
know they can depend upon SPAR COATING to do all
that a high-grade marine Varnish is supposed to do.

AQUATITE

(Fonn«rly MARlNfFE)

is a high-class Vamish for wood and metal work awash most of the
time. Won't turn white, dries dust-free in 3 hours.

EDWARD SMITH & COMPANY

VARNISH MAKERS FOR 93 YEARS

Head (Mfice and W«rks: WestAv., 6tli&7tliSls., LMig Island City, N. T.

P. O. Box 76 at7 HaU StatioB, Now York City

Wottorn Brancli—383Z34 South Morsan St., Chicago.

RHEUMATISMAHaGOUT]

PROMPTLY R£LI£VED BY

BLAIR'S

REMEDY.

|SAFE&EFFECTIVE50&$I.

DRUGGISTS,
OR 83 HENRT 3T. eRQOKLYK.II^V.

THE PAINT you have used so long, always reliable when properly applied

|0 years the leader.

Tarr & Wonson's Copper Paint,

for wooden Vessels' bottoms, prevents boring ol
worms, and all marine growth.

Prhninff coat A LBCtOti^f riniaMiw ^Mt B.

for bottoms of IRON and STEEL Vessels of every

description, to prevent corrosion and all Marine growth.

THE GREAT SPEED INCREASER.

Forsale everywhere. THEY EXCEL ON EVERY POINT

8 Highest Medals. Mnnaffacftared only by TARR & WONSON» UtM^

Gold. Silver & Bronze. Beware of Imitations. GLOUCCSTCR, Matg^ U. S. A.

FLAGS

By A. F. ALDRIPGE

Tells a wonderfully interestini
their origin and utes, when.

story of flaea,
where and how to fly them. -^ ^tCi £oC
The Ruddek Pub. Co.. 9 Murray St.. N.Y.CIty

Ved Henvendelser til Annoncerende bedes De refferere til THE RUDDER

Digitized by

Il^ogle

84

THE^

RUDDEP

M arch

GRAY

New 4-Cycle

Dl3tlllmt9
For SpM^ bMt, work bMt,

la t» 4S

^^_^ H,P,

Designed for marine work— ^^^" j r»limJ#r

a real mariiu motor with aU ^ ^^ *-?«»«*'

the marine features yon have
always wanted at a moderaU pricr M^nuUctur^d Jind backed up ^y
an old established and responsible concern.
•ray Tw»4)y«l«s~RecorBised all over the world at a itaadaid. la tlaei S to t h. p'

Send for Imatrmctiv Lltermture
GRAY MOTOR COMPANY. 2110 Mack Atmim. Detroit. Mick.

American-Built

Sextants

Since 1872 we have built Sextants and inatniments of preciaion.

Quantity production enablea ua to offer American -built Sextanti

at exceptional prices.

Built to Navy Standards and acknowledged to be the highest

type of instruments produced.

Thousands were used by the Government during the war.

84md M BMkUt 8 (4 StjUt: 7H* mmd 6* tfrnvigmtionml Mmtt mmd Afeier BomO

Brandis & Sons, Inc.

754-758 Lexington Avenue Brooklyn, N. Y.

How TO RiACH GUI Showroom and Factory— 20 minotes' ride: Take the
Lexington Avenue train at Brooklyn Bridfe entrance. New York side, get out at
R<kl Av^nu* Station, Brooklyn, walk Bast H block. Phone BuBhwick2427

lAOMMAI

John Bliss & Co. RAVKUTIOHAL

IHSniMEHTS

128 FRONT STREET
NEW YORK

EMPIRE REPAIR & ELECTRIC
WELDING COMPANY

Electric Welding and Boiler Repairs

Sliop, Foot of 3Mi SlTMt
Brooklya, N. Y.
T*l. aa4a ••■tli Br««klyii

Now York Offico

44 WhHaholl Stroot
■•wiiRt mr—m aoao n. v.

Engine is of the two-cycle type and can use any and
all kinds of oil, between kerosene and the heaviest fuel
oil, without readjustment. The fuel oil is directly sprayed
into a small chamber above cylinder at the proper period
of the compression stroke, where it is ignited by heat gen-
erated by compression of the air in cylinder ; and as the
combustion is very slow the pressure in chamber is
raised above that in cylinder and unburnt gas is forced
into cylinder, where it bums freely during the whole of
down stroke. The resulting increase of pressure forces
the piston down and completes the cycle of operation.
The impulse stroke pressure is a steady one, as in the
Diesel, and not a sudden blow-like pressure as in the
usual two-cycle gasolene or kerosene engine. The burnt
gases are released, as usual in 'ordinary two-cycle engines,
through exhaust ports cut in cylinder wall. Perfect scav-
enging of cylinder is assured by the pure air under com-
pression in crank case being forced through cylinder dur-
ing the period while both intake and exhaust ports are
open, so that when ports are closed by rising piston the
cylinder is left full of pure air. Noiseless air intake
valves are fitted each side of crank case, and it is through
these that the air is admitted into the crank case for pre-
compression during the impulse stroke.

The fuel is supplied by 'means of a pump for each
cylinder, mounted on rear of engine and driven by eccen-
trics which are set at the factory and keyed in position
to prevent change. These pumps supply an amount of
fuel slightly in excess of that required, but only the exact
amount required is allowed to enter cylinder chamber,
the remainder being by-passed back to the fuel line. Cut-
off valves operated by automatic governor regulates, with
exactness, the amount of fuel required for any load. Fuel
enters the preignition chamber through a spray nozzle
under a pressure of about 700 lb, where it mixes with
the highly compressed air forced by the rising piston
through very small perforations into this chamber. As
air perforations are very small the air passage from
cylinder proper is very restricted, which results in the
mixture within combustion, or preignition chamber, being
too rich to explode; therefore suppressed combustion
takes place as soon as spray of fuel enters and the rising
pressure in chamber forces a portion of the finely divided
burning and unburnt oil through the perforations into
cylinder, where it mixes with the highly compressed air
and can bum freely.

Of course this free burning within the cylinder quickly
increases pressure in cylinder above that within the pre-
ignition chamber, so that the cylinder gases now flow
back into that chamber, mix with the unbumt and bum-

U. So Life Saving Cutter ''Acushnet

>>

aidmf tU "Rqrablic" ud "Titauc" wii

Had Improved Rail Mount Line Guns

Nf-*v B. & H. Yacht and Motor Boat Gun is more than a hautisomc
hxture. It hat become a valuable adjunct to a vessel's or clu\/s
equipment. Made for use on shipboard or shore. Bronze, sif!f-
ron rained, interchangeable mounts.

A pppt-nriabic Starting Gun. All sizes.

S«»id todoy for intereatinf cataloe
wlrh list of many good bo«u equipped

Ma'k^r. Naval Company/^^B^r^^ ^^^^

Order

/Vow

Please mention THE RUDDER when writing to advertiseijjtized by VnOOQ iC

March

RUDDER

85

WORLD RENOWNED^S DAY-HIGH GRADE

ASK ANY
USER

HS^BEST IN THE WORLD — ^all others are comparative
Mantel j'n."^r( Clocks. Ship's Bell Clocks^ Auto Clocks, &c.

For U&e on Steamshipa^ Voeela, &c., &c,, and
Suitable for Finest Residences, Yachts^ Clubs, Automobiles^ Motor Boats and

For General Presentation Purposes

W^On mC« by Hif h«si CUvfr Jewelers and Nautical Instrument Dealers in Lars«>t Citl««
[>eai«rs In i mailer dtlra. not csrrylnt th«c fine clocka la stock* cao h11 cufliiy from catiiJo«

l^nelsea l^lOCk l^O. Higfisn/eMs 10 state St.. Boston, Mass,

I £*tBbtLih*d~| Madj Yftcht* add Club mr« uiinf the ^CHELSEA"* Automatic Ship*t B«U Clock,

I 1ft^7 I opatatiBg on a ipedal B'A inch Bell . . UNIQUE «ni NAUTICAL.

ing gases there and force them out into the cylinder,
where they burn and exert pressure on piston during the
whole of down stroke.

The whole action is automatic when once started.
Starting with a cold engine is made easy and positive by
compressed air supplied from a small tank kept filled to
250 lb pressure by taking some of the pure air from
engine cylinder during the compression stroke.

Positive starting without delay, when cold, is insured
by igniting a chemically-treated paper start plug, which
when lighted burns like punk. This plug is readily locked
in place and need only be used when engine is cold, the
cylinder compression being ample to ignite the fuel after
engine is slightly warm. No water injected is needed
because the fuel is so perfectly consumed that exhaust
gas is clean.

Force feed oiling is used, all parts being automatically
lubricated. The engine is fitted with a very effective gov-
ernor, adjustable for various speeds by a simple move-
ment of a lever.

A 7J^-h.p. engine of this type was exhibited, the rat-
ing being at 500 revolutions and the bore and stroke
5 5/16 by 6 5/8 inches. Other sizes up to 60 h.p. are
being manufactured.

Kermath
The new Kermath 40 h.p. has a bore of 4}^ inches, a
stroke of 6j4 inches, and delivers its rated power at
1,000 revolutions. At 1,200 revolutions it delivers 47 h.p.
It has four cylinders cast in pairs, valves mechanically
operated and located at side, heads are removable and
every moving part, except the pump, is enclosed. It is
a get-at-able engine, sturdily built and properly equipped
with Leece-Neville starter, Willard storage batery, Bosch
magneto and an exceptionally large reverse gear carried

A feature of the design is the shape of intake mani-
fold. This manifold, which is located immediately below
the exhaust one and forms a part of that casting, begins
to change its shape from round to flat as soon as it leaves
the carbureter and again changes from flat to round
shortly before it reaches the intake valve pockets. These
changes in shape naturally alters the direction of and
rapidity of flow of gases sufficiently to enable the gas and
air to mix thoroughly and vaporize properly with the aid
of the exhaust pipe heat. Of course, the area of pipe is
not restricted.

The principal parts are generously large and the selec-
tion of materials for valves, connecting rods, bearings,
crankshaft, etc., has been done with care.

Kermath Service. — The Kermath Manufacturing
Company is getting ready to place with their agents in all
parts of the world service cases filled with parts likely to
be needed for repairs and replacements of Kermath en-
gines, the idea being that from one of these service cases
an owner of a Kermath will be able to get a replacement
part just as easily and promptly as he can replenish the
gasolene. It seems to us that the idea is an excellent one.
Of course, the fact that all parts of Kermath engines are
absolutely interchangeable makes this service possible.

The Bridgeport Motor Company displayed a very com-
plete line of their engines, both of the two-cycle and four-
cycle type. The heavy-duty engine attracted consider-
able attention and is having a very extensive sale among
fishermen and for commercial boat use.

The Frisbie Motor Company had a very complete line
of engines from 7 to 75 h.p. The latest style of engine
showed cylinders cast in pairs, making a very substantial
looking rig. The Frisbie Motor Company is one of the
pioneer manufacturers of the valve-head type of engine,
which is in great demand today.

(Continued on Page 87)

in an oil-tight case.

En repondant aox annonces veuillez mentioner THE RUDDER

Digitized by

Google

86

RUDDER

March

[ William H. Griffin

CITY ISLAND,

N.V.

TAMS, LEMOINE & CRANE

Naval Architects and
Yacht Brokers

52 PINE STREET

NEW YORK

JOHN G. ALDEN

Yackt Broker and
Naval Arckitect

148 Slate Street
Boston, Matt.
Tol«phon*, Richmond 2318

Phone Benaonhurit 5091

A. H. BRENZINGER

NAVAL ARCHITECT, YACHT AND SHIP BROKER

VESSELS DESIGNED AND BUILT

2280 Cropsey Ave

Plans, Specifications and EtUnutet Famished
For All Types of Vetsels

Affiliated
HOWARD E. WHBELBR,

Ship Baiider

Brooklyn, N. Y.

THOMAS D. BOWI8, M.I.

NAVAL ARCHITECT AND ENGINEER YACHT AND VESSEL BROKER

Offices. Lafayette Bulldlnf Chestnut and Filth Streets

Bell Phooe PHILADELPHIA, PA. Cable Bomo

iM^ ' ^

M

^rf^iSSBEBcCCm^M Vv!_ 1

wNi

V "^f L/- / I

FRIDIRIC 8, NOCK 1

NAVAL ARCHITECT AND YACHT BUILDER ]
^ UO.PiMM BAST eRBBNWIOH. M. i. C«bl« NIMO ^

WILLIAM GARDNER & CO.

Naval Architects, Engineers, Yaclit & Vessel Brokers

Yachts, Launches and Vessels of All Kindi

No.1 BROADWAY, NEW YORK

Telephone 3585 Rector

J. MURRAY WATTS CableAdd.-Murwat-

Naval Architect and Cngineer Yacht and Vessel Broker

136 South fourth Street '^Philadelphia, P«.

Yacht Sailmakcr]

FREDERICK K. LORD

NAVAL ARCHITECT
Designer of Sail and Motor Boats

' T«L 4S8» lUetar 120 BROADWAY, NEW YORK*

^5-*Tf S^i^ Th* *'HmU Mark" •/ SmvmI Arthittcture mud Marine Engimeerimt

"BUILT TO 8EABURY DESIGN AND
SPECIFICATIONS" ADDS TO THE
VALUE (Not the Cost) OF YOUR
YACHT.

SE:ABURY & de ZAFRA, Inc.

CONSULTING NAYAL ARCHITECTS & MARINE ENGINEERS

VESSEL BROKERAGE, MARINE INSURANCE

JSO NASSAU ST., new york n. y.

Phone: BEEKMAN 2804

C«Ue:**SEAZA, N. Y."

DesiffnitiR and Building
of all Types of Power
Boats a Specialty

LUDERS
MARINE

CONSTRUCTION

Stamford, Conn. C^O.

Great Lakes Boat Building Corp.

Designers and Builders of Boats
of Distinction and Quality

MILWAUKEE

WISCONSIN

Copyright 1919. Rex W. Wadman. Inc.

Place Your Order Now

TOR THE NEW BOAT-YOUR INVESTMENT
WILL BE SMALL COMPARED WITH OURS, TILL
BOAT IS READY FOR SHIPMENT. LET'S
CO-OPERATE

•KANKATILIS BOAT * OANOI CO.
Skaa««t«l«s, N. V.

(Montreal, Main 3352 ^ ., jNavalari, Montreal

Telephones ) New York. BowiinB Green 6077 Cables , Surveyors. New York

N. E. McCLELLAND & CO., Ltd.

NAVAL ARCHITECTS

Montreal
286 ST. JAMES STREET

YACHT BROKERS

New York
2 STONE STREET

COX & STEVENS

15 William St., New Yorit

TCLCPHONCS: 1375-1376 Btm^

NaYal Architects,
Engineers, Yacht Brokers

Complete particulars, plans and photographs promptly submitted on receipt of inquiry. State your reguiretnents,

Large list of yachts of all types for sale or charter.

Hagan el favor mencionar el RUDDER cuando escriven

Digitized by

Google

March

RUDDER

87

(Continued from Page 85)

The Gray-Prior Motor Company's exhibit was lost
on the way. They were unable to display anything at the
show, much to their regret. '

The Gray Motor Company had a line of their two
and four-cycle engines; also their large size heavy-oil
engine, which attracted considerable attention.

The J. W. Lathrop Engine Company exhibited a com-
plete line of both two and four-cycle engines.

Palmer Bros, had the largest exhibit of engines at the
show, covering practically everything in their line.

The Peerless Motor Company had a complete line of
four-cycle Peerless engines.

The Red Wing Motor Company had a very interest-
ing exhibit at the show which attracted considerable at-
tention. In addition to the complete line exhibited sev-
eral of the boats at the show were equipped with Red
Wing engines.

The Regal Gasolene Engine Company exhibited
models from 2 to 30 h.p. In addition to this they had
on exhibit the Regalite, their electric lighting plant, which
attracted attention.

The Scripps Motor Company had their latest model
on exhibition.

The Wisconsin Motor Company made an unusually
interesting showing, having a complete line of their en-
gines,, as well as a highly-finished runabout in which one
of their engines was installed.

The Columbian Bronze Corporation exhibited a com-
plete line of propellers, struts, rudders, stuffing boxes,
stern bearings and shaft logs. In addition they had a very
large bronze blade and hub suitable for power ships.

The Hyde Windlass Company had a splendid exhibi-
tion of their line of propeller wheels, as well as steering
wheels for ship§ and a Freeman ship davit.

C. D. Durkee & Co. had one of the handsomest ex-
hibitions at the show. They selected a number of their
specials in brass and bronze, which were displayed in a
very clever manner. As usual, they had an oDen house
and welcomed all visitors at the show.

Geo. B. Carpenter & Co. of Chicago did uuc display
their line of goods, but were merely represented at a
booth this year.

Topping Bros, had an interesting display in marine
hardware.

V^. J. Tiebout occupied two spaces, in which they ex-

hibited a line of fittings for cabin doors, port lights and
fittings for large and small boats.

R. W. Zundel Company had a full line of power-boat
accessories, covering ignition devices, lighting outfits,
cookstoves, etc.

The Paragon Gear Works had a few samples of Para-
gon reverse gears and a number of maps of the world
showing to what extent a gear is now in use. They
have sold to practically every civilized community and
their gears are in more general use than any other make.

Edward Smith Company, varnish makers and color
grinders, had a complete line of their goods at the show
for use on yachts and all vessels that float. They ex-
hibited a splendid model of a Hudson River steamer,
which attracted considerable attention from all the visitors
at the show.

C. A. Woolsey Paint & Color Company had a com-
plete line of ^copper paints, seam compounds, spar var-
nish and a large display of color cards, which gave you
some idea of the extent of their line.

The Debevoise Company had a very clever display of
their paints and conducted an open house throughout the
show, where all visitors were welcome.

Internal Explosion and Combustion Engines

(Continued from Page 28)

the tube inserted and sealed in cork or stopper of bottle
in such a manner that open lower end of tube will be
within a short distance of bottom of bottle and open
upper end well above the top of bottle. The stopper of
bottle and around the tube where it passes through the
cork, or stopper, must be made airtight.

When the bottle is partially filled with water and the
stopper and tube in place, a small quantity of the fuel to
be tested is introduced into the bottle by pouring it into
top of tube and forcing it out of lower end, as by blow-
ing gently at top of tube, care being taken not to unseal,
or force the water away from, the lower end of tube.
The gasolene or other fuel, being lighter than the water,
will immediately rise to top of water in bottle and will
vaporize if the heat is sufficiently great. The rising vapor
will quickly cause pressure in bottle, which will in its
turn cause the water to rise in tube, the height of the
column of water varying in accordance with the pressure.
By making a series of tests at known temperatures, not-

[ J. W. Lathrop Co. "'^£±;:"j gasolene Engines]

Coogle

Si prega far menzione del RUDDER quando scrivete

Digitized by

88

RUDDER

March

SS^i^SlS^ Onler Your Motor Early

■|^IMl^3W6*4 f^'^ ""t:^^^ It is not any joke, this talk you hear about a shortage of steel and materials and

l^j '^^W-.^K ^--.---'^-^^^^^ probability that motors will be hard to get next summer.
T^'^ ^4^^Mw^S|Mj|i^^*''^ We would advise all who contemplate the purchase of a motor for 1920, to get

IH ' ir-'-^* "^"^ their order in as early as possible to avoid any chance of delay or disappointment.

^11 p«w«r piMH. m.M "w» THOROBiiiD We Can ship your THOROBRED Now, but we're not so sure about the future.
Fttniisho4«Hh«rViihouruaHf»«!!r«rf»iMi Qur literature describes the five sizes we build, 10 to 40 H.P. Model F, 28-36

H.P., and Model B, 32-40 H.P., are being furnished with detachable cylinder head for 1920.

THOROBRED engines bum either k^rosine or gasoline. Write for literature toda^.

RED WING MOTOR COMPANY, Dept R. Red Wing, Minn, U. S. A.

ing the pressure and timing the rise in pressure, the vola-
tility of a fuel can be determined at all temperatures, and
from the figures obtained in this manner a series of curves
that will indicate the volatility of and heat needed to
vaporize a fuel can be plotted.

Intelligent use of a simple apparatus like this will en-
able many engine users to save fuel that is now being
wasted through lack of knowledge of the volatility of the
fuel being used.

I will next briefly outline the line of development of
the present-day internal explosion and combustion en-
gines.

The idea of moving the piston of an engine by the
force of an explosion seems to have first taken concrete
form in France, about the year 171 7, when an attempt
was made to move a piston by exploding powder in a
cylinder.

The first partially successful gas engine of which we
have a real record is an engine made in accordance witli
patents issued in England to Messrs. Barber and Street
in 1796. This engine was a non-compression two-cycle
one, operated by coal gas; and from the very meager
records we have it is very evident that it was not very
successful.

The first successful gas engine of which we have a
full account and plans is that designed and built in
France, by Lenoir, about the year 1861. This engine
was also a non-compression two-cycle one and was op-
erated by gas and by liquid fuel. Many readers will no
doubt call to mind that it was a duplication of this engine
that Ford built and used to uphold his contention that the
patent issued to Selden was not a valid one. The Ford-
Lenoir engine, as it was named, was built in 1906 from
copies of the original plans and successfully propelled

a motor car on New York City streets at a speed of
about fourteen miles an hour.

The next advance in the development of the gas en-
gine is also due to a Frenchman, M. Beau de Rochas,
whd was the first to use the cycle of operations now
known as the four-cycle or four-stroke. This improve-
ment was made about the year 1863 and the engines de-
signed and built by Beau de Rochas were practically the
first successful compression gas engines, and, judgiiqi
by M. Beau de Rochas's statement of his invention and
his line of reasoning and argument about the advantages
of his invention, it is very evident that his knowledge of
the fundamental laws that govern the operation of a gas
engine was sound and far in advance of that possessed
by others of his period.

The next notable advancement in gas engine design is
the development of the two-stroke (two-cycle) compres-
sion engine by Mr. Dugald Clerk, about the year 1875.
In Mr. Clerk's engine the cycle of operations was the
same as in the present-day two-stroke engines, and the
general design was somewhat similar except that the pre-
compression of the charge was performed in a separate
cylinder mounted alongside the engine, in place of being
done in the crank case.

{To be Continued)

The Auxiliary Engine Bed

(Continued from Page -25)

it would be better to put a bracket on the stem board
at right angles to the water-line and at the proper height
to insure the^ propeller being in plenty of water.

The pushing effect of an outboard engine is con-
siderable, as witnesseth the "one-lunger" in a "dinghy**

^^s^^^oherg^

KAHLENBERG BROS.

Heavy-Duty CRUDE OIL ENGINES

Positive Governor Control from No Load to

Full Load.
Variable speed instantly obtainable from just

"turning over" to wide open.
Operates on